DESCRIPTION AND OPERATION HOW TO USE THIS GROUP
The purpose of this group is to show the electrical circuits in a clear, simple fashion and to make troubleshooting easier. Components that work together are shown together. All electrical components used in a specific system are shown on one diagram. The feed for a system is shown at the top of the page. All wires, connectors, splices, and components are shown in the flow of current to the bottom of the page. Wiring which is not part of the circuit represented is referenced to another page/section, where the complete circuit is shown. In addition, all switches, components, and modules are shown in the at rest position with the doors closed and the key removed from the ignition. If a component is part of several different circuits, it is shown in the diagram for each. For example, the headlamp switch is the main part of the exterior lighting, but it also affects the interior lighting and the chime warning system. It is important to realize that no attempt is made on the diagrams to represent components and wiring as they appear on the vehicle. For example, a short piece of wire is treated the same as a long one. In addition, switches and other components are shown as simply as possible, with regard to function only.

SECTION IDENTIFICATION
Sections in Group 8W are organized by sub-systems. The sections contain circuit operation descriptions, helpful information, and system diagrams. The intention is to organize information by system, consistently from year to year.

CONNECTOR/GROUND LOCATIONS
Section 8W-90 contains connector/ground location illustrations. The illustrations contain the connector name (or number)/ground number and component identification. Connector/ground location charts in Section 8W-90 reference the illustration number for components and connectors. Section 8W-80 shows each connector and the circuits involved with that connector. The connectors are identified using the name/number on the Diagram pages.

SPLICE LOCATIONS
Splice Location charts in Section 8W-70 show the entire splice, and provide references to other sections the splice serves. Section 8W-95 contains illustrations that show the general location of the splices in each harness. The illustrations show the splice by number, and provide a written location.

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DESCRIPTION AND OPERATION (Continued)

NOTES, CAUTIONS, and WARNINGS
Throughout this group additional important information is presented in three ways; Notes, Cautions, and Warnings. NOTES are used to help describe how switches or components operate to complete a particular circuit. They are also used to indicate different conditions that may appear on the vehicle. For example, an up-to and after condition. CAUTIONS are used to indicate information that could prevent making an error that may damage the vehicle. WARNINGS provide information to prevent personal injury and vehicle damage. Below is a list of general warnings that should be followed any time a vehicle is being serviced. WARNING: ALWAYS WEAR SAFETY GLASSES FOR EYE PROTECTION. WARNING: USE SAFETY STANDS ANYTIME A PROCEDURE REQUIRES BEING UNDER A VEHICLE. WARNING: BE SURE THAT THE IGNITION SWITCH ALWAYS IS IN THE OFF POSITION, UNLESS THE PROCEDURE REQUIRES IT TO BE ON.

WIRE CODE IDENTIFICATION
Each wire shown in the diagrams contains a code (Fig. 1) which identifies the main circuit, part of the main circuit, gauge of wire, and color. The color is shown as a two letter code which can be identified by referring to the Wire Color Code Chart (Fig. 2)

Fig. 1 Wire Code Identification
WARNING: SET THE PARKING BRAKE WHEN WORKING ON ANY VEHICLE. AN AUTOMATIC TRANSMISSION SHOULD BE IN PARK. A MANUAL TRANSMISSION SHOULD BE IN NEUTRAL. WARNING: OPERATE THE ENGINE ONLY IN A WELL-VENTILATED AREA. WARNING: KEEP AWAY FROM MOVING PARTS WHEN THE ENGINE IS RUNNING, ESPECIALLY THE FAN AND BELTS. WARNING: TO PREVENT SERIOUS BURNS, AVOID CONTACT WITH HOT PARTS SUCH AS THE RADIATOR, EXHAUST MANIFOLD(S), TAIL PIPE, CATALYTIC CONVERTER, AND MUFFLER. WARNING: DO NOT ALLOW FLAME OR SPARKS NEAR THE BATTERY. GASES ARE ALWAYS PRESENT IN AND AROUND THE BATTERY.

Fig. 2 Wire Color Code Chart

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DESCRIPTION AND OPERATION (Continued)

CIRCUIT IDENTIFICATION
All circuits in the diagrams use an alpha/numeric code to identify the wire and its function (Fig. 3). To identify which circuit code applies to a system, refer to the Circuit Identification Code Chart. This chart shows the main circuits only and does not show the secondary codes that may apply to some models.

Fig. 4 Connector Identification
For viewing connector pin outs, with two terminals or greater, refer to section 8W-80. This section identifies in-line connectors by number, and component connectors by name. If a component has two or more connectors they will be identified as C1, C2, C3...etc. This sections also provides terminal numbering, circuit identification, wire colors, and functions. All connectors are viewed from the terminal end unless otherwise specified. To find the connector location in the vehicle refer to section 8W-90. This section uses the connector identification number from the wiring diagrams to provide a figure number reference.

TAKE OUTS
The abbreviation T/O is used in the component location section to indicate a point in which the wiring harness branches out to a component.

SYMBOLS
Various symbols are used throughout the Wiring Diagrams. These symbols can be identified by referring to the symbol identification chart (Fig. 5).

Fig. 3 Circuit Identification

CONNECTORS
Connectors shown in the diagrams are identified using the international standard arrows for male and female terminals (Fig. 4). A connector identifier is placed next to the arrows to indicate the connector number (Fig. 4).

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DESCRIPTION AND OPERATION (Continued)

Fig. 5 Symbol Identification

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DESCRIPTION AND OPERATION (Continued)

ELECTROSTATIC DISCHARGE (ESD) SENSITIVE DEVICES
All ESD sensitive components are solid state and a symbol (Fig. 6) is used to indicate this. When handling any component with this symbol comply with the following procedures to reduce the possibility of electrostatic charge build up on the body and inadvertent discharge into the component. If it is not known whether the part is ESD sensitive, assume that it is. (1) Always touch a known good ground before handling the part. This should be repeated while handling the part and more frequently after sliding across a seat, sitting down from a standing position, or walking a distance. (2) Avoid touching electrical terminals of the part, unless instructed to do so by a written procedure. (3) When using a voltmeter, be sure to connect the ground lead first. (4) Do not remove the part from its protective packing until it is time to install the part. (5) Before removing the part from its package, ground the package to a known good ground on the vehicle.

Fig. 7 Shock Tower to Spring Minimum Clearance Area

POSITIVE TEMPERATURE COEFFICIENT
Positive Temperature Coefficient (PTC) devices are being used for circuit protection. These PTC’s act like a solid state fuse. They are located in the junction block, and are used to protect such items as: power door lock motors, power windows, and various engine solenoids. A special symbol is used to identify these in the wiring diagrams (Fig. 8).

Fig. 6 Electrostatic Discharge Symbol

FASTENERS
CAUTION: At no time when servicing a vehicle, can a sheet metal screw, bolt, or other metal fastener be installed in the strut tower to take the place of an original plastic clip. Also, NO holes can be drilled into the front strut tower in the area shown in (Fig. 7) for the installation of any metal fasteners into the strut tower. Because of the minimum clearance in this area (Fig. 7) installation of metal fasteners could damage the coil spring coating and lead to a corrosion failure of the spring. If a plastic clip is missing, or is lost or broken during servicing a vehicle, replace only with the equivalent part listed in the parts catalog.

Fig. 8 Positive Temperature Coefficient Symbol

DIAGNOSIS AND TESTING TROUBLESHOOTING TOOLS
When diagnosing a problem in an electrical circuit there are several common tools necessary. These tools are listed and explained below. • Jumper Wire - This is a test wire used to connect two points of a circuit. It can be used to bypass an open in a circuit. WARNING: NEVER USE A JUMPER WIRE ACROSS A LOAD, SUCH AS A MOTOR, CONNECTED BETWEEN A BATTERY FEED AND GROUND.

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DIAGNOSIS AND TESTING (Continued)
• Voltmeter - Used to check for voltage on a circuit. Always connect the black lead to a known good ground and the red lead to the positive side of the circuit. CAUTION: Most of the electrical components used in today’s vehicle are solid state. When checking voltages in these circuits use a meter with a 10-megohm or greater impedance. • Ohmmeter - Used to check the resistance between two points of a circuit. Low or no resistance in a circuit means good continuity. CAUTION: - Most of the electrical components used in today’s vehicle are Solid State. When checking resistance in these circuits use a meter with a 10-megohm or greater impedance. In addition, make sure the power is disconnected from the circuit. Circuits that are powered up by the vehicle electrical system can cause damage to the equipment and provide false readings. • Probing Tools - These tools are used for probing terminals in connectors (Fig. 9). Select the proper size tool from Special Tool Package 6807, and insert it into the terminal being tested. Use the other end of the tool to insert the meter probe. • Wire insulation that has rubbed through causing a short to ground • Wiring broke inside of the insulation

CHECKING FOR TERMINAL SPREADING
When an intermittent or open circuit is suspected it is important to check for a spread terminal. To accomplish this remove the suspect female terminal from its connector. Check the female terminal for drag when mated with the appropriate male terminal. If the terminal is spread (no or little drag felt) replace the terminal using the procedures covered in this section of the wiring diagrams.

TROUBLESHOOTING TESTS
Before beginning any tests on a vehicles electrical system use the Wiring Diagrams and study the circuit. Also refer to the Troubleshooting Wiring Problems section in this section.

TESTING FOR VOLTAGE (1) Connect the ground lead of a voltmeter to a known good ground (Fig. 10). (2) Connect the other lead of the voltmeter to the selected test point. The vehicle ignition may need to be turned ON to check voltage. Refer to the appropriate test procedure.

Fig. 9 Probing Tool

INTERMITTENT AND POOR CONNECTIONS
Most intermittent electrical problems are caused by faulty electrical connections or wiring. It is also possible for a sticking component or relay to cause a problem. Before condemning a component or wiring assembly check the following items. • Connectors are fully seated • Spread terminals, or terminal push out • Terminals in the wiring assembly are fully seated into the connector/component and locked in position • Dirt or corrosion on the terminals. Any amount of corrosion or dirt could cause an intermittent problem • Damaged connector/component casing exposing the item to dirt and moisture

Fig. 10 Testing for Voltage
TESTING FOR CONTINUITY (1) Remove the fuse for the circuit being checked or, disconnect the battery. (2) Connect one lead of the ohmmeter to one side of the circuit being tested (Fig. 11).

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DIAGNOSIS AND TESTING (Continued)
(3) Connect the other lead to the other end of the circuit being tested. Low or no resistance means good continuity. (4) The voltmeter will show the difference in voltage between the two points.

Fig. 12 Testing for Voltage Drop Fig. 11 Testing for Continuity
TESTING FOR A SHORT TO GROUND (1) Remove the fuse and disconnect all items involved with the fuse. (2) Connect a test light or a voltmeter across the terminals of the fuse. (3) Starting at the fuse block, wiggle the wiring harness about six to eight inches apart and watch the voltmeter/test lamp. (4) If the voltmeter registers voltage or the test lamp glows, there is a short to ground in that general area of the wiring harness. TESTING FOR A SHORT TO GROUND ON FUSES POWERING SEVERAL LOADS (1) Refer to the wiring diagrams and disconnect or isolate all items on the fused circuit. (2) Replace the blown fuse. (3) Supply power to the fuse by turning ON the ignition switch or re-connecting the battery. (4) Start connecting the items in the fuse circuit one at a time. When the fuse blows the circuit with the short to ground has been isolated. TESTING FOR A VOLTAGE DROP (1) Connect the positive lead of the voltmeter to the side of the circuit closest to the battery (Fig. 12). (2) Connect the other lead of the voltmeter to the other side of the switch or component. (3) Operate the item.

TROUBLESHOOTING WIRING PROBLEMS
When troubleshooting wiring problems there are six steps which can aid in the procedure. The steps are listed and explained below. Always check for nonfactory items added to the vehicle before doing any diagnosis. If the vehicle is equipped with these items, disconnect them to verify these add-on items are not the cause of the problem. (1) Verify the problem. (2) Verify any related symptoms. Do this by performing operational checks on components that are in the same circuit. Refer to the wiring diagrams. (3) Analyze the symptoms. Use the wiring diagrams to determine what the circuit is doing, where the problem most likely is occurring and where the diagnosis will continue. (4) Isolate the problem area. (5) Repair the problem. (6) Verify proper operation. For this step check for proper operation of all items on the repaired circuit. Refer to the wiring diagrams.

SERVICE PROCEDURES WIRING REPAIR
When replacing or repairing a wire, it is important that the correct gauge be used as shown in the wiring diagrams. The wires must also be held securely in place to prevent damage to the insulation. (1) Disconnect battery negative cable

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SERVICE PROCEDURES (Continued)
(2) Remove 1 inch of insulation from each end of the wire. (3) Place a piece of heat shrink tubing over one side of the wire. Make sure the tubing will be long enough to cover and seal the entire repair area. (4) Spread the strands of the wire apart on each part of the exposed wire (example 1). (Fig. 13) (5) Push the two ends of wire together until the strands of wire are close to the insulation (example 2) (Fig. 13) (6) Twist the wires together (example 3) (Fig. 13) (7) Solder the connection together using rosin core type solder only. Do not use acid core solder. (8) Center the heat shrink tubing over the joint, and heat using a heat gun. Heat the joint until the tubing is tightly sealed and sealant comes out of both ends of the tubing. (9) Secure the wire to the existing ones to prevent chafing or damage to the insulation (10) Connect battery and test all affected systems. ment this indicates a problem in the charging/starting system that needs to be corrected. Replacement of the fusible link is the same as repairing a wire. Refer to the wiring repair information in this section for soldering information.

TERMINAL/CONNECTOR REPAIR-MOLEX CONNECTORS
(1) Disconnect battery. (2) Disconnect the connector from its mating half/ component. (3) Insert the terminal releasing special tool 6742 into the terminal end of the connector (Fig. 14).

Fig. 14 Molex Connector Repair
(4) Using special tool 6742 release the locking fingers on the terminal (Fig. 15). (5) Pull on the wire to remove it from the connector. (6) Repair or replace the connector or terminal, as necessary.

Fig. 13 Wire Repair

FUSIBLE LINK REPLACEMENT
On PL vehicles there is a fusible link placed between the output terminal of the generator and the engine starter motor terminal. A service part is available if this fusible link requires replacement. This service part has the eyelet that attaches to the starter motor. If the fusible link requires replace-

Fig. 15 Using Special Tool 6742

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SERVICE PROCEDURES (Continued)

CONNECTOR REPLACEMENT
(1) Disconnect battery. (2) Disconnect the connector that is to be repaired from its mating half/component (3) Remove the connector locking wedge, if required (Fig. 16)

Fig. 17 Terminal Removal

Fig. 16 Connector Locking Wedge
(4) Position the connector locking finger away from the terminal using the proper pick from special tool kit 6680. Pull on the wire to remove the terminal from the connector (Fig. 17) (Fig. 18). (5) Reset the terminal locking tang, if it has one. (6) Insert the removed wire in the same cavity on the repair connector. (7) Repeat steps four through six for each wire in the connector, being sure that all wires are inserted into the proper cavities. For additional connector pinout identification, refer to the wiring diagrams. (8) Insert the connector locking wedge into the repaired connector, if required. (9) Connect connector to its mating half/component. (10) Connect battery and test all affected systems.

Fig. 18 Terminal Removal Using Special Tool
for soldered connections. Check that the overall length is the same as the original (Fig. 19).

CONNECTOR AND TERMINAL REPLACEMENT
(1) Disconnect battery. (2) Disconnect the connector (that is to be repaired) from its mating half/component. (3) Cut off the existing wire connector directly behind the insulator. Remove six inches of tape from the harness. (4) Stagger cut all wires on the harness side at 1/2 inch intervals (Fig. 19). (5) Remove 1 inch of insulation from each wire on the harness side. (6) Stagger cut the matching wires on the repair connector assembly in the opposite order as was done on the harness side of the repair. Allow extra length

SERVICE PROCEDURES (Continued)
(8) Place a piece of heat shrink tubing over one side of the wire. Be sure the tubing will be long enough to cover and seal the entire repair area. (9) Spread the strands of the wire apart on each part of the exposed wires. (10) Push the two ends of wire together until the strands of wire are close to the insulation. (11) Twist the wires together. (12) Solder the connection together using rosin core type solder only. Do not use acid core solder. (13) Center the heat shrink tubing over the joint and heat using a heat gun. Heat the joint until the tubing is tightly sealed and sealant comes out of both ends of the tubing (14) Repeat steps 8 through 13 for each wire. (15) Re-tape the wire harness starting 1-1/2 inches behind the connector and 2 inches past the repair. (16) Re-connect the repaired connector. (17) Connect the battery, and test all affected systems.

Fig. 22 Terminal Removal Using Special Tool
(8) Cut the repair wire to the proper length and remove 1 inch of insulation. (9) Place a piece of heat shrink tubing over one side of the wire. Make sure the tubing will be long enough to cover and seal the entire repair area. (10) Spread the strands of the wire apart on each part of the exposed wires. (11) Push the two ends of wire together until the strands of wire are close to the insulation. (12) Twist the wires together. (13) Solder the connection together using rosin core type solder only. Do not use acid core solder. (14) Center the heat shrink tubing over the joint and heat using a heat gun. Heat the joint until the tubing is tightly sealed and sealant comes out of both ends of the tubing. (15) Insert the repaired wire into the connector. (16) Install the connector locking wedge, if required, and reconnect the connector to its mating half/component. (17) Re-tape the wire harness starting 1-1/2 inches behind the connector and 2 inches past the repair. (18) Connect battery, and test all affected systems.

Fig. 20 Connector Locking Wedge Tab (Typical)
(4) Position the connector locking finger away from the terminal using the proper pick from special tool kit 6680. Pull on the wire to remove the terminal from the connector (Fig. 21) (Fig. 22). (5) Cut the wire 6 inches from the back of the connector. (6) Remove 1 inch of insulation from the wire on the harness side. (7) Select a wire from the terminal repair assembly that best matches the color wire being repaired.

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SERVICE PROCEDURES (Continued)

DIODE REPLACEMENT
(1) Disconnect the battery. (2) Locate the diode in the harness, and remove the protective covering. (3) Remove the diode from the harness, pay attention to the current flow direction (Fig. 23).

Probing Tool Package 6807

Fig. 23 Diode Identification
(4) Remove the insulation from the wires in the harness. Only remove enough insulation to solder in the new diode. (5) Install the new diode in the harness, making sure current flow is correct. If necessary refer to the appropriate wiring diagram for current flow. (6) Solder the connection together using rosin core type solder only. Do not use acid core solder. (7) Tape the diode to the harness using electrical tape making, sure the diode is completely sealed from the elements. (8) Re-connect the battery, and test affected systems.

8W-02 COMPONENT INDEX
GENERAL INFORMATION INTRODUCTION
This section provides an alphabetical listing of all the components covered in group 8W. For information on system operation, refer to the appropriate section of the wiring diagrams.

8W-10 POWER DISTRIBUTION
DESCRIPTION AND OPERATION
This section covers the power distribution center and all circuits involved with it. For additional information on system operation, refer to the appropriate wiring diagrams.

8W-11 FUSE/FUSE BLOCK
DESCRIPTION AND OPERATION
This section covers the fuse block and all circuits involved with it. For additional information on system operation, please refer to the appropriate section of the wiring diagrams.

8W-15 GROUND DISTRIBUTION
GENERAL INFORMATION
This section identifies the grounds, splices that connect to those grounds, and the components that connect those grounds. For additional information on system operation, refer to the appropriate section of the wiring diagrams. For an illustration of the physical location of each ground, refer to group 8W-90.

8W-20 CHARGING SYSTEM
DESCRIPTION AND OPERATION CHARGING SYSTEM
The charging system is an integral part of the battery and starter systems. Since all of these systems work together, any diagnosis and testing should be done in conjunction. The charging system is protected by a 12 gauge fusible link located in the A11 circuit. This fusible link is between the generator and the starter. The generator ground is provided through a case ground in the generator to its attaching bracket. This generator uses a voltage regulator internal to the Powertrain Control Module (PCM). When the vehicle is running, battery voltage is applied to the generator field terminal through the A142 circuit. This circuit is the output from the contact side of the Automatic Shut Down (ASD) relay. The ground, or voltage regulated side, of the generator field is controlled by the K20 circuit which connects to cavity 4 of the PCM connector. When there is current present in the field, and the rotor is turning, the stator in the generator produces a B+ voltage that is supplied to the battery through the A11 and A0 circuits. The A11 circuit is connected to the output terminal of the generator and connects to the engine starter motor battery feed terminal. The A0 circuit is a direct feed line from the battery and connects to the engine starter motor. Grounding for the system is accomplished at the battery negative terminal. These grounds connect to the engine and body.

HELPFUL INFORMATION • Inspect for a blown fusible link in the A11 circuit between the generator and the starter motor. • For additional information on charging system diagnosis, refer to the appropriate section of the service manual.

8W-21 STARTING SYSTEM
DESCRIPTION AND OPERATION STARTING SYSTEM- MANUAL TRANSMISSION
The Power Distribution Center (PDC) supplies battery voltage to the engine starter motor solenoid through circuit T40 when the coil side of the engine starter motor relay energizes. Circut A1 supplies the battery voltage for the contact side of the relay. Circuit A1 and circuit T40 are protected by a 30 amp fuse and feeds the contact side of the engine starter motor relay. Both the 30 amp fuse and the engine starter motor relay are located in the PDC. The ignition switch supplies battery voltage to the coil side of the engine starter motor relay on circuit A41 when the key is moved to the START position and the operator has pressed the clutch pedal to CLOSE the clutch pedal position switch. Circuit Z1 supplies the ground for the coil side of the engine starter motor relay. When the coil side of the relay energizes, the contacts CLOSE, supplying battery voltage to the engine starter motor solenoid. Circuit A0 (battery positive cable) supplies battery voltage to the motor of the starter when the solenoid energizes.

STARTING SYSTEM (AUTOMATIC TRANSMISSION)
The Power Distribution Center (PDC) supplies battery voltage to the engine starter motor solenoid through circuit T40 when the coil side of the engine starter motor relay energizes. Circuit A1 supplies battery voltage to the contact side of the relay. Circuit A1 and circuit T40 are protected by a 30 amp fuse and feeds the contact side of the engine starter motor relay. Both the 30 amp fuse and the engine starter motor relay are located in the PDC. The ignition switch supplies battery voltage to the coil side of the engine starter motor relay on circuit A41 when the key is moved to the START position and the park/neutral portion of the park/neutral position switch (3 speed transmission) is CLOSED. Ground for the coil side of the engine starter motor relay is supplied by circuit T41. Circuit A0 (battery positive cable) supplies battery voltage to the motor of the engine starter when the solenoid energizes.

HELPFUL INFORMATION • Check for blown engine starter motor fuse in the PDC. • Move ignition key to the START position and with the clutch pedal pressed, listen for starter motor relay to click. The engine starter motor relay is located in the PDC. • Check for a good ground at starter motor. • The left headlamp ground is the end point for the starter relay coil ground circuit and is located at the left side of the radiator closure panel.

HELPFUL INFORMATION • Check for blown engine starter motor fuse in the PDC. • With the gear selector in the Park or Neutral position, move ignition key to the START position and listen for engine starter motor relay to click. The engine starter motor relay is located in the PDC. • Check for a good ground at engine starter motor.

POWER (DEVICE) GROUND
Circuit Z12 connects to cavities 10 and 50 of the Powertrain Control Module (PCM). The Z12 circuit provides ground for PCM internal drivers that operate high current devices like the injectors and ignition coils. Internal to the PCM, the power (device) ground circuit connects to the PCM sensor return circuit (from circuit K4) and the signal ground circuit (Z11).

HELPFUL INFORMATION Circuit Z12 which supplies ground for the PCM high current drivers, has the same termination point as circuit Z11. The termination point is the left side of the radiator closure panel. If the system loses ground for the ganged circuits, at the left side of the radiator closure panel, the vehicle will not operate. Check the connection at the ganged ground circuit eyelet.

SIGNAL GROUND
The signal ground circuit Z11 connects to cavity 47 of the PCM. The Z11 circuit provides ground for the sensors that provide inputs to the PCM. Internal to the PCM, the signal ground circuit connects to the PCM sensor return circuit (from circuit K4) and the power (device) ground circuit (Z12). The termination point for circuit Z11 is an eyelet attached to the left side of the radiator closure panel.

BATTERY FEED
Circuit A14 from the Power Distribution Center (PDC) supplies battery voltage to cavity 46 of the Powertrain Control Module (PCM). A 20 amp fuse in the PDC protects circuit A14.

HELPFUL INFORMATION Circuit A14 connects to a bus bar in the PDC that the battery feeds. Circuit A14 powers the Automatic Shut Down (ASD) relay and fuel pump relay. The A14 circuit also splices to the data link connector.

HELPFUL INFORMATION Circuit Z12 which supplies ground for the PCM high current drivers, has the same termination point

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DESCRIPTION AND OPERATION (Continued)
as circuit Z11. The termination point is the left side of the radiator closure panel. If the system loses ground for the ganged circuits, at the left side of the radiator closure panel, the vehicle will not operate. Check the connection at the ganged ground circuit eyelet.

FUEL PUMP MOTOR
Circuit A14 is a bus bar in the Power Distribution Center (PDC) and connects to battery voltage. The contact side of the fuel pump relay connects circuit A14 and circuit A141. A 20 amp fuse in the PDC protects circuits A14 and A142. Circuit A141 supplies voltage for the fuel pump motor. Circuit Z1 provides ground for the fuel pump motor. The grounding point for circuit Z1 is the right rear wheel house. Circuit F12 supplies voltage to the coil side of the fuel pump relay. The Powertrain Control Module (PCM) controls the ground path circuit for the coil side of the fuel pump relay on circuit K31. Circuit K31 connects to cavity 74 of the PCM.

DATA LINK CONNECTOR
Circuit A14 supplies battery voltage to the universal data link connector. Circuit A14 originates in the Power Distribution Center (PDC) and connects to a battery fed bus bar. A 20 amp fuse protects circuit A14. A twisted pair of wires, circuits D1 and D2, from the Airbag Control Module (ACM) connect to the universal data link connector. Ground circuit Z12 splices to two cavities of the data link connector. The Z12 circuit also connects to cavities 10 and 50 of the PCM connector. Circuit D20 connects to cavity 75 of the PCM and to the universal data link connector. Circuit D20 is the SCI receive circuit for the PCM. Circuit D21 connects to cavity 65 of the PCM and to the universal data link connector. Circuit D21 is the SCI transmit circuit for the PCM. The D21 circuit splices to the ABS module.

HELPFUL INFORMATION The grounding point for circuit Z12 is the left side of the radiator closure panel. Circuit Z12 also supplies ground for the PCM high current drivers and has the same termination point as circuit Z11. If the system loses ground for the ganged circuits at the left side radiator closure panel the vehicle will not operate. Check the connection at the ganged ground circuit eyelet.

HELPFUL INFORMATION Circuit F12 originates in the fuse block where it connects to a bus bar fed by circuit A21. In the START and RUN position, the ignition switch connects circuit A1 from the PDC to circuit A21. A 30 amp fuse in the PDC protects circuits A1 and A21. Circuit F12 splices to feed the ABS control module, EGR solenoid, Torque Converter Clutch (TCC) solenoid, leak detection pump, and the EVAP/Purge solenoid. Circuit F12 also connects to a bus bar in the PDC. The bus bar supplies voltage to the coil side of radiator fan relay and A/C clutch relay, as well as the fuel pump relay.

VEHICLE SPEED SENSOR
Circuit K7 supplies 8 volts from the Powertrain Control Module (PCM) to the Vehicle Speed Sensor (VSS). The K7 circuit connects to cavity 44 of the PCM connector. Circuit G7 from the VSS provides an input signal to the PCM. The G7 circuit connects to cavity 66 of the PCM connector. The PCM provides ground for the VSS signal (circuit G7) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector.

AUTOMATIC SHUT DOWN RELAY
The Automatic Shut Down (ASD) relay is located in the Power Distribution Center (PDC). Power for the coil and contact side of the relay is supplied on circuit A14. This circuit is HOT at all times and protected by a 20 amp fuse located in the PDC. The Powertrain Control Module (PCM) controls the ground path for the coil side of the relay on circuit K51. This circuit connects to cavity 67 of the PCM. When the PCM supplies the ground path on circuit K51 the contacts in the relay CLOSE connecting circuits A14 and A142. The A142 circuit is spliced and supplies power to the generator, fuel injectors, PCM, ignition coil, and heated oxygen sensors.

HELPFUL INFORMATION • Refer to group 14 Fuel System, for additional information. • Check the 20 amp fuse located in the PDC.

HEATED OXYGEN SENSORS
Circuit A14 is a bus bar in the Power Distribution Center (PDC), and connects to battery voltage. The contact side of the Automatic Shut Down (ASD) relay connects circuit A14 and circuit A142. A 20 amp fuse in the PDC protects circuits A14 and A142. Circuit A14 also supplies voltage to the coil side of the ASD relay. The Powertrain Control Module (PCM) controls the ground path circuit for the coil side of the ASD relay on circuit K51. Circuit K51 connects to cavity 67 of the PCM connector. Circuit A142 splices to supply voltage for the upstream and downstream heated oxygen sensors. The A142 circuit also splices to cavity 6 of the PCM. The input provided by circuit A142 at cavity 6 tells the PCM that the ASD relay energized. Circuit K41 delivers the signal from the upstream heated oxygen sensor to the PCM. Circuit K41 connects to cavity 30 of the PCM connector. Circuit K141 delivers the signal from the downstream heated oxygen sensor to the PCM. Circuit K141 connects to cavity 51 of the PCM connector. The PCM provides a ground for the upstream and downstream heated oxygen sensor signals (circuit K41 and K141) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector. Circuit Z1 provides ground for the heater circuits in each sensor. Circuit Z1 terminates at the left side of the radiator closure panel.

CAMSHAFT POSITION SENSOR
Circuit K7 supplies 8 volts from the Powertrain Control Module (PCM) to the camshaft position sensor. The K7 circuit connects to cavity 44 of the PCM connector. Circuit K44 from the sensor provides an input signal to the PCM. The K44 circuit connects to cavity 33 of the PCM connector. The PCM provides ground for the camshaft position sensor signal (circuit K44) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector.

HELPFUL INFORMATION Circuit A142 splices to supply voltage to the fuel injectors, ignition coil, ASD relay, generator, and the upstream and downstream heated oxygen sensors. The PCM controls the ground circuit for each of the components powered by circuit A142.

CRANKSHAFT POSITION SENSOR
Circuit K7 supplies 8 volts from the Powertrain Control Module (PCM) to the crankshaft position sensor. The K7 circuit connects to cavity 44 of the PCM connector. Circuit K24 from the sensor provides an input signal to the PCM. The K24 circuit connects to cavity 32 of the PCM connector. The PCM provides ground for the crankshaft position sensor signal (circuit K24) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector.

ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant temperature sensor provides an input to the Powertrain Control Module (PCM) on circuit K2. The sensor also operates the engine coolant temperature gauge in the instrument cluster on circuit G20. Refer to Section 8W-40 for coolant temperature gauge circuit description. From circuit K2 the engine coolant temperature sensor draws up to 5 volts from the PCM. The sensor is a variable resistor. As coolant temperature changes, the resistance in the sensor changes causing a change in current draw. The K2 circuit connects to cavity 26 of the PCM connector. The PCM provides ground for the engine coolant temperature sensor signal (circuit K2) through circuit

INTAKE AIR TEMPERATURE SENSOR
The intake air temperature sensor provides an input to the Powertrain Control Module (PCM) on circuit K21. Circuit K21 connects to cavity 37 of the PCM connector. From circuit K21 the intake air temperature sensor draws voltage from the PCM. The sensor is a variable resistor. As intake air temperature changes, the resistance in the sensor changes causing a change in current draw. The PCM provides ground for the intake air temperature sensor signal (circuit K21) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector.

HELPFUL INFORMATION Circuit A142 splices to supply voltage to the fuel injectors, ignition coil, ASD relay, generator, and the upstream and downstream heated oxygen sensors. The PCM controls the ground circuit for each of the components powered by circuit A142. The injectors operate in sequence. Refer to Group 14 for system operation.

BATTERY TEMPERATURE SENSOR
From circuit G31 the battery temperature sensor draws voltage from the Powertrain Control Module (PCM). The sensor is a variable resistor. As battery temperature changes, the resistance in the sensor changes causing a change in current draw. Circuit G31 connects to cavity 52 of the PCM connector. The PCM provides ground for the battery temperature sensor signal (circuit G31) through circuit K4. Circuit K4 connects to cavity 43 of the PCM connector.

IGNITION COIL PACK
Circuit A14 is a bus bar in the Power Distribution Center (PDC), and connects to battery voltage. The contact side of the Automatic Shut Down (ASD) relay connects circuit A14 and circuit A142. A 20 amp fuse in the PDC protects circuits A14 and A142. Circuit A14 also supplies voltage to the coil side of the ASD relay. The Powertrain Control Module (PCM) controls the ground path circuit for the coil side of the ASD relay on circuit K51. Circuit K51 connects to cavity 67 of the PCM connector. Circuit A142 supplies voltage for the ignition coil pack. The coil pack consists of two individual coils molded together. The PCM controls the ground circuit of each coil. • Circuit K19 is the ground circuit for the ignition coil that fires spark plugs # 1 and # 4. Circuit K19 connects to cavity 2 of the PCM. • Circuit K17 is the ground circuit for the ignition coil that fires spark plugs #2 and # 3. Circuit K17 connects to cavity 3 of the PCM.

FUEL INJECTORS
Circuit A14 is a bus bar in the Power Distribution Center (PDC), and connects to battery voltage. The contact side of the Automatic Shut Down (ASD) relay connects circuit A14 and circuit A142. A 20 amp fuse in the PDC protects circuits A14 and A142. Circuit A14 also supplies voltage to the coil side of the ASD relay. The Powertrain Control Module (PCM) controls the ground circuit for the coil side of the ASD relay on circuit K51. Circuit K51 connects to cavity 67 of the PCM connector. Circuit A142 supplies voltage for the fuel injectors. The PCM controls the ground circuit of each injector. • Circuit K11 is the ground circuit for Injector #1. Circuit K11 connects to cavity 13 of the PCM. • Circuit K12 is the ground circuit for Injector #2. Circuit K12 connects to cavity 17 of the PCM.

IDLE AIR CONTROL MOTOR
The Powertrain Control Module (PCM) operates the Idle Air Control (IAC) motor through 4 circuits K39, K40, K59, and K60. Each circuit connects to separate cavities in the PCM connector. • Circuit K39 connects to cavity 57 of the PCM connector. • Circuit K40 connects to cavity 48 of the PCM connector. • Circuit K59 connects to cavity 58 of the PCM connector. • Circuit K60 connects to cavity 49 of the PCM connector.

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8W - 30 FUEL/IGNITION SYSTEMS

8W - 30 - 19

DESCRIPTION AND OPERATION (Continued)

POWER STEERING PRESSURE SWITCH
The power steering pressure switch opens and closes circuit K10 between the Powertrain Control Module (PCM) and ground. Circuit K10 connects to cavity 45 of the PCM connector. Circuit Z12 provides ground for the power steering pressure switch. The grounding point for circuit Z12 is the left side of the radiator closure panel.

EGR TRANSDUCER (EET) SOLENOID
Circuit F12 supplies battery voltage to the EET solenoid. The Powertrain Control Module (PCM) switches ground path for the solenoid ON and OFF through circuit K35. Circuit F12 connects to a bus bar in the fuse block fed by circuit A21. A 15 amp fuse in the fuse block, cavity 10, protects circuit F12. Circuit F12 also connects to cavity 20 of the PCM. Circuit K35 connects to cavity 40 of the PCM connector.

HELPFUL INFORMATION Circuit F12 splices to feed the ABS control module, PCM, EGR solenoid, leak detection pump, and the duty cycle EVAP/Purge solenoid. The F12 circuit also connects to a bus bar in the PDC that supplies voltage to the coil side of radiator fan relay, A/C clutch relay, and fuel pump relay. In the RUN or START position, the ignition switch connects circuit A1 from the fuse block and circuit A21. Circuit A1 connects to battery voltage and is protected by a 30 amp fuse in the PDC.

HELPFUL INFORMATION Circuit F12 splices to feed the ABS control module, PCM, Duty Cycle EVAP/Purge solenoid, leak detection pump, and the TCC solenoid. The F12 circuit also connects to a bus bar in the PDC that supplies voltage to the coil side of radiator fan relays, A/C clutch relay, and fuel pump relay. In the START or RUN position, the ignition switch connects circuit A1 from the fuse block and circuit A21. Circuit A1 connects to battery voltage and is protected by a 30 amp fuse in the PDC.

LOW FUEL DETECT INPUT
Circuit G4 provides an input to the Powertrain Control Module (PCM) indicating fuel tank level. This circuit connects to cavity 23 of the PCM connector. The G4 circuit is also used for the fuel gauge located in the instrument cluster. For operation of the fuel gauge, refer to section 8W-40.

DUTY CYCLE EVAP/PURGE SOLENOID
Circuit F12 supplies battery voltage to the Duty Cycle EVAP/Purge solenoid. The Powertrain Control Module (PCM) switches ground path for the solenoid ON and OFF through circuit K52. Circuit F12 connects to a bus bar in the fuse block fed by circuit A21. A 15 amp fuse in the fuse block, cavity 10, protects circuit F12. Circuit F12 also connects to cavity 20 of the PCM connector. Circuit K52 connects to cavity 68 of the PCM, and cavity 1 of the solenoid connector.

PARK/NEUTRAL POSITION SWITCH INPUT (3–SPD TRANSMISSION)
On vehicles equipped with the 3–spd automatic transmission the park/neutral switch provides an input to the Powertrain Control Module (PCM). When CLOSED, the park/neutral position switch provides a ground path on circuit T41 for the coil side of the engine starter motor relay. The case grounded switch provides ground for circuit T41. Circuit A41 from the ignition switch provides battery voltage to the coil side of the relay. Circuit T41 splices to cavity 76 of the PCM. The park/neutral position switch provides an input to the Powertrain Control Module (PCM).

HELPFUL INFORMATION Circuit F12 splices to feed the ABS control module, PCM, EET solenoid, leak detection pump, and the TCC solenoid. The F12 circuit also connects to a bus bar in the PDC that supplies voltage to the coil side of radiator fan relays, A/C clutch relay, and fuel pump relay. In the START or RUN position, the ignition switch connects circuit A1 from the fuse block and circuit A21. Circuit A1 connects to battery voltage and is protected by a 30 amp fuse in the PDC.

HELPFUL INFORMATION In the START position, the ignition switch connects circuit A1 from the Power Distribution Center (PDC) to circuit A41. A 30 amp fuse protects circuits A1 and A41.

DESCRIPTION AND OPERATION ANTI-LOCK BRAKES
Power for the Anti-Lock brake system is supplied by two fuses. There is a 15 amp fuse located in the fuse block cavity 10. This fuse supplies power to the Controller Anti Lock Brake (CAB), and the ABS system relay on the F12 circuit. The F12 circuit also supplies power to the Powertrain Control Module (PCM). Power for the fuse is supplied on the A21 circuit from the ignition switch. This fuse is HOT in the START/RUN position. The second fuse is located in the Power Distribution Center (PDC). It is a 40 amp fuse. This fuse is HOT at all times and supplies power to the contact side of the ABS pump motor relay. There are three grounding points used in the ABS system. One is a case ground on the CAB. The second is the Z12 circuit at the CAB connector cavity 5. This ground is spliced, and terminates at the left side of the radiator closure panel. The third ground is on the Z1 circuit. This ground is used for the ABS hydraulic modulator, ABS system relay, and the ABS pump motor. This ground, like the Z12 ground splices and terminates at the left headlamp ground. Additional information on the circuit function of the ABS system is listed below. For diagnostic and testing procedures, refer to the appropriate section of the Service Manual or the Diagnostic Test Procedures Manual.

ABS SYSTEM RELAY
The system relay is used for the operation of the ABS system. Power for the relay is supplied on the B57 circuit from cavity 57 of the Controller Anti Lock Brake (CAB). Ground for the relay is on the Z1 circuit. This ground is spliced in with the pump motor and terminates at the left headlamp ground. When the system is operating normally power for the contact side of the relay is supplied from the CAB on the B57 circuit. It passes through the relay to the Z1 ground and terminates at the left headlamp ground. If a problem is detected in the system, the contact side of the relay switches from the Z1 to the F12 circuit. This causes the ABS warning lamp in the instrument cluster to illuminate.

ABS PUMP MOTOR RELAY
The ABS pump motor relay controls when the pump motor runs. Power for the coil side of the relay is supplied from cavity 47 of the Controller Anti Lock Brake (CAB) on the B47 circuit. This circuit also supplies voltage for the contact side of the system relay. The ground side of the coil is controlled by the B116 circuit. Circuit B116 connects to cavity 16 of the CAB connector. Circuit B120 from cavity 20 of the CAB connector powers the ABS pump motor. This circuit is also used as an input to the CAB for pump motor monitoring.

HYDRAULIC MODULATOR
The hydraulic modulator is used for the controlling of the brake system pressure to the wheels. The modulator is made up of four solenoids. Circuits involved are, B142 for the left front wheel, B143 for the right front wheel, B146 for the left rear wheel, and B148 for the right rear wheel. The solenoids use a common ground on the Z1 circuit. There are two Z1 circuits from the modulator. Both of these grounds terminate at the left headlamp ground, and are spliced in with the ABS pump motor and the ABS system relay.

ABS WARNING LAMP
The ABS warning lamp is an output from the Controller Anti Lock Brake (CAB) and the ABS relay box. It is used to alert the operator of a problem in the ABS system. The G19 circuit from the CAB and the ABS system relay is used to detect a problem. If a problem is detected, the CAB grounds the G19 circuit and illuminates the lamp in the instrument cluster. Circuit G19 is also an output of the CAB to the ABS system relay contact side.

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8W - 35 ANTI-LOCK BRAKES

8W - 35 - 7

DESCRIPTION AND OPERATION (Continued)

WHEEL SPEED SENSORS
There are four wheel speed sensors, one at each wheel. The sensors use a tone wheel to determine wheel speed. Input to the Controller Anti Lock Brake (CAB) is done on the following circuits. All of these circuits are a twisted pair. B8 and B9 for the left front wheel (cavity 8 and cavity 9). B6 and B7 for the right front wheel (cavity 6 and cavity 7). B3 and B4 for the left rear wheel (cavity 3 and cavity 4). B1 and B2 for the right rear wheel (cavity 1 and cavity 2).

DATA LINK CONNECTOR
Circuit D21 is used for diagnostics of a fault with the ABS system. It is spliced in with the Powertrain Control Module (PCM) circuits and used as an output from the Controller Anti Lock Brake (CAB). Circuit D21 connects to cavity 51 of the CAB connector.

HELPFUL INFORMATION
• Check the 15 amp fuse located in cavity 10 of the fuse block. • Check the 40 amp fuse located in the PDC. • Check for a good ground at the left headlamp ground. • Check the case ground on the CAB • Refer to the appropriate section of the service manual, or the Diagnostic Test Procedures Manual.

BRAKE SWITCH INPUT
Circuit L50 is an input to the Controller Anti Lock Brake (CAB). The L50 connects to cavity 13 of the CAB connector. Circuit L50 is spliced in with the stop lamps and is used to provide the CAB with information on when the brakes are being applied.

DESCRIPTION AND OPERATION INSTRUMENT CLUSTER
The Instrument Cluster, located on the right side of the instrument panel, provides the operator with gauges and warning lamps relating to vehicle operation. All gauges in the standard and optional cluster are magnetic type and logic driven. Battery voltage for the clusters warning lamps and gauges is provided on the G5 circuit. This circuit connects from the fuse block and is protected by a 5 amp fuse located in cavity 11. The cluster is powered only when the ignition switch is in the START or RUN position. The cluster is also powered on initial driver’s door opening. Illumination lamps, internal to the cluster, receive battery voltage on the E2 circuit from the 4 amp fuse located in cavity 12 of the fuse block. This circuit is HOT only when the headlamp switch is in the ON position. Grounding for the cluster is provided on the Z3 circuit and terminates at the instrument panel left center support. The M1 circuit also feeds the cluster through a 10 amp fuse in the Power Distribution Center (PDC). This fuse is HOT at all times and also used to power the underhood lamp, and the interior lamps. The fuse is also lifted OPEN during vehicle shipping to reduce battery draw.

Logic internal to the instrument cluster adjusts the position of the gauge pointer to the correct vehicle speed using the signal on the G7 circuit.

HIGH SPEED WARNING MODULE
Power for the high speed warning module is supplied from two circuits. One is the M1 circuit, which is the Ignition-Off Draw (IOD) circuit. This circuit is protected by a 10 amp fuse located in the Power Distribution Center (PDC). Power is also supplied to the module on circuit F20. This circuit is HOT in the RUN position only and protected by a 10 amp fuse located in the fuse block. Ground for the module is supplied on circuit Z1 which terminates at the instrument panel left center support. Vehicle speed input is provided on circuit G7.

TACHOMETER
The tachometer is connected to the Powertrain Control Module (PCM) on the G21 circuit. It uses solid state circuity to decode the ignition pulses received from the PCM to adjust the gauge pointer to the proper position.

ENGINE COOLANT TEMPERATURE GAUGE
The temperature gauge is connected to the engine coolant temperature sensor on the G20 circuit. The engine coolant temperature sensor for the gauge is a combination unit. One side of the unit is used for the Powertrain Control Module (PCM) and the other side for the cluster. The sending unit is case grounded to the engine. The logic driven gauge moves in response to the measured resistance of the engine coolant temperature sending unit.

SPEEDOMETER
The speedometer and odometer receive their information on the G7 circuit from the Vehicle Speed Sensor (VSS) on manual and 3–spd automatic transmission applications. The G7 circuit also provides a signal to the Powertrain Control Module (PCM).

8W - 40 - 8

8W - 40 INSTRUMENT CLUSTER

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DESCRIPTION AND OPERATION (Continued)

FUEL GAUGE
The fuel level gauge is connected to the fuel pump module on the G4 circuit. The fuel pump module contains the fuel pump and a variable resistor for the gauge. Grounding for the fuel pump module is provided on the Z2 circuit and terminates at the left rear wheel house. The logic driven gauge moves in response to the measured resistance of the fuel tank sending unit. The fuel level sensor contains a variable resistor. As the position of the float arm on the level sensor changes, the resistor changes the current flow through the fuel gauge circuit. A change in current flow alters the magnetic field in the fuel gauge which changes the pointer position.

level sending unit (circuit G4) it illuminates the lamp.

HEADLAMP ON CHIME
The headlamp ON chime is used to indicate to the operator that the headlamps or parking lamps are ON when the drivers door is OPEN. If the lamps are ON and the drivers door is opened, a ground path is completed from the G26 circuit at the cluster, through the headlamp switch, to the G16 circuit and ending at the door ajar switch. The door ajar switch is case grounded.

KEY-IN CHIME
The key-in chime is used to indicate to the operator that the key is in the ignition with the drivers door OPEN. If the key is in the ignition and the drivers door is OPEN, a ground path is completed from the G26 circuit at the cluster, through the CLOSED key-in switch, to the G16 circuit and terminating at the door ajar switch which is case grounded.

ODOMETER
The speedometer and odometer receive their information on the G7 circuit from the Vehicle Speed Sensor (VSS) on vehicles equipped with the manual or 3–spd automatic transmission. This circuit also provides a signal to the Powertrain Control Module (PCM). Logic internal to the cluster steps the odometer at a high rate to indicate the proper mileage.

CHARGE INDICATOR LAMP
The Charge Indicator lamp is used to alert the operator that the charging system voltage has fallen below the normal operating range. This circuit is controlled by the Powertrain Control Module (PCM). When the PCM determines a problem, it grounds the G12 circuit.

SERVICE ENGINE SOON LAMP
The Service Engine Soon lamp illuminates when the ignition switch is in the ON position and prior to starting the vehicle. The lamp will turn off after the vehicle is started. If while the vehicle is running a problem is detected in the engine control system the lamp is illuminated. This is accomplished by the Powertrain Control Module (PCM) grounding the G3 circuit.

AIRBAG WARNING LAMP
The Airbag Warning lamp is used to alert the operator of a problem with the Airbag system. The lamp is illuminated when the Airbag Control Module (ACM) grounds the R41 circuit. Refer to the appropriate section of the Service Manual or Diagnostic Test Procedures Manual to diagnosis this system.

SEAT BELT WARNING INDICATOR
The fasten seat belt indicator is used with the warning chime to indicate to the operator to fasten the seat belt. There is a switch located in the drivers side B-pillar that is normally OPEN with the seat belt buckled. If the seat belt is not buckled the switch CLOSES and a ground path is completed from the G10 circuit to the Z1 circuit. This will illuminate the lamp in the instrument cluster. When the ignition switch is moved to the START position the lamp will illuminate. Logic internal to the instrument cluster determines the length of time.

LOW OIL PRESSURE LAMP
The low oil pressure lamp is used to indicate to the operator that the engine oil pressure has dropped below a predetermined pressure. Power for the lamp is provided on the G5 circuit which also powers the other warning lamps. When the oil pressure is low the normally OPEN oil pressure switch CLOSES completing a path to ground on circuit G6. The oil pressure switch is case grounded to the engine block.

HIGH BEAM INDICATOR LAMP
The High Beam Indicator Lamp is used to indicate to the operator that the high beam headlamps are ON. Power is supplied to the cluster on the L3 circuit. Ground is provided on the Z3 circuit. Circuit L3 connects from the headlamp dimmer switch to the instrument cluster.

LOW FUEL LAMP
The low fuel lamp is used to indicate to the operator that the fuel level is below a predetermined level. This lamp is logic driven by the instrument cluster. When the instrument cluster determines a low fuel condition based on an input from the fuel tank gauge

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8W - 40 INSTRUMENT CLUSTER

8W - 40 - 9

DESCRIPTION AND OPERATION (Continued)

RIGHT AND LEFT TURN SIGNAL INDICATORS
These lamps are used to indicate to the operator which turn signal is ON. Power for the lamps comes from the turn signal switch. The L60 circuit is for the right turn indicator, and the L61 circuit is used for the left turn signal indicator. Ground for the circuits is provided on the Z3 circuit.

brake system pressure is below a predetermined level the switch CLOSES and completes a path to ground from the G9 circuit at the cluster, through the switch, to the left headlamp ground.

ANTI-LOCK WARNING LAMP
The Anti-Lock warning lamp is used to alert the driver of a problem in the ABS system. When the ABS controller determines a problem in the system it grounds the G19 circuit and illuminates the lamp.

BRAKE WARNING INDICATOR LAMP
The Brake Warning Indicator lamp is used to alert the operator of a problem with the vehicles braking system. The lamp illuminates when the ignition switch is turned to START position to perform a self check. There are two switches used in this system and they are wired in parallel form. A parking brake switch located on the parking brake mechanism will illuminate the lamp if the normally OPEN switch is CLOSED. This switch is case grounded. The other switch used is the brake warning lamp switch. This switch is normally OPEN. When the

HELPFUL INFORMATION
• Check the 5 amp fuse in cavity 11 of the fuse block. • Check the 4 amp fuse in cavity 12 of the fuse block. • Check the Ignition-Off Draw fuse in the PDC. • Check for a good ground at the instrument panel left center support. • For additional diagnostic tests refer to the appropriate section of the Service Manual.

8W-41 HORNS/CIGAR LIGHTER
DESCRIPTION AND OPERATION HORNS
The horn system is powered by a 15 amp fuse located in the Power Distribution Center (PDC) which is HOT at all times on circuit F31. This circuit supplies voltage to the coil and contact side of the horn relay. When the operator presses the horn switch, a ground path is completed on the coil side of the horn relay through the switch. The horn relay, located in the PDC, then CLOSES the relay contacts. Voltage is passed through the CLOSED relay contacts on circuit X2 to the horn. Grounding for the horn is on the Z1 circuit to the left headlamp ground which is located on the left side of the radiator closure panel.

HELPFUL INFORMATION • Check the 15 amp fuse in the PDC. • Press the horn switch and listen for the horn relay to click. A clicking relay indicates voltage is present up to the switch. • Check for a good ground at the left headlamp ground.

CIGAR LIGHTER
The cigar lighter in this vehicle uses a cigar lighter relay and a cigar lighter element. Power for the cigar lighter relay is supplied by two sources. Power for the coil side of the relay is supplied by circuit F13. This circuit is protected by a 20 amp fuse located in the fuse block. Power for the contact side of the relay is supplied on circuit F38. The F38 circuit is protected by a 15 amp fuse. Ground for the cigar lighter element and relay is supplied on circuit Z1.

DESCRIPTION AND OPERATION AIR CONDITIONING-HEATER SYSTEM
The A/C-Heater System is powered by a by several fuses. Fuse 10, a 15 amp fuse located in the fuse block, is HOT in the RUN position. This fuse powers the coil side of the A/C compressor clutch relay located in the Power Distribution Center (PDC). A 30 amp fuse, on circuit A16 located in the PDC, powers the solid state radiator fan relay. This fuse is HOT at all times. The 10 amp fuse on circuit A17 located in the PDC powers the contact side of the A/C compressor clutch relay. The A/C-Heater blower motor is protected by a 25 amp fuse located in cavity 7 of the fuse block. This fuse in HOT in the RUN position only. When the ignition switch is in the RUN position, power is supplied to the fuse on circuit A22. The power leaves the fuse on circuit C1 and goes directly to the blower motor. There is a 4 amp fuse located in cavity 12 of the fuse block used for the illumination lamps in the A/CHeater control. The fuse is HOT at all times.

RADIATOR FAN OPERATION
The radiator fan system used in this vehicle uses a solid state relay that controls the speed of the radiator fan. Power for the relay is supplied on circuit A16 This circuit is HOT at all times and protected by a 30 amp fuse located in the Power Distribution Center (PDC). Ground for the coil side of the relay is controlled by the Powertrain Control Module (PCM). When the PCM determines the need for fan operation the PCM supplies the ground path for circuit K173. This circuit connects to cavity 18 of the PCM connector. From the relay circuit C25 connects to the radiator fan motor(s). On vehicles equipped with the manual transmission only one radiator fan is used. For vehicles equipped with an automatic transmission there are two radiator fans used. Ground for the radiator fans is supplied on circuit Z1.

A/C OPERATION
When the A/C or the defrost switch is put in the ON position, and the A/C cycling switch, low pressure cut-out switch, and the high pressure switch are CLOSED, the Powertrain Control Module (PCM) receives a request for A/C. After receiving this input, the PCM activates the A/C compressor by grounding the C28 circuit on the coil side of the A/C Compressor Clutch relay. Power for the coil side of the relay is supplied on the bus bar located in the Power Distribution Center (PDC). With the coil energized, current flows from the 10 amp fuse in the PDC on circuit A17 through the CLOSED contacts in the relay, on the C3 circuit to the A/C compressor clutch. The A/C compressor clutch receives this voltage and creates a magnetic field energizing the clutch. Ground for the coil is provided at the right headlamp ground. The connector at the A/C compressor has a diode located in it. This diode is used to control the induced

BLOWER MOTOR OPERATION
With the ignition switch in the RUN position, power flows from the 25 amp fuse, in cavity 7 of the fuse block, to the blower motor. Blower motor speed is controlled by the fan control switch located in the instrument panel, and the resistor block. Blower motor LOW speed operation is accomplished on the C4 circuit. When the control switch is moved to the LOW speed position, current is passed on the C7 circuit through the blower motor resistor to the C4 circuit. It then flows through the blower motor switch to the Z8 circuit. The Z8 circuit terminates at a grounding point on the instrument panel left center support. The operation of the blower motor M1 and M2 speed operations is the same as the LOW speed

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8W - 42 AIR CONDITIONING-HEATER

8W - 42 - 7

DESCRIPTION AND OPERATION (Continued)
except, the C5 circuit is used for the M1 speed and circuit C6 is used for M2 speed operation. Blower motor HIGH speed operation is accomplished on the C7 circuit which supplies battery voltage directly to the blower motor. There are no resistors used in the HIGH speed mode. • Check the 10 amp fuse located in the PDC for the A/C compressor clutch relay. • Check the 25 amp fuse located in cavity 7 of the fuse block for the blower motor. • Check the right headlamp ground located at the right fender side shield. • Check the left headlamp ground located on the left side of the radiator closure panel. • On vehicles equipped with A/C check the refrigerant level. The system will not operate with a low level of refrigerant.

HELPFUL INFORMATION
• Check the 30 amp fuse located in the PDC for the radiator fan motor • Check the 15 amp fuse located in cavity 10 of the fuse block for the A/C compressor clutch relay

8W-43 AIRBAG SYSTEM
DESCRIPTION AND OPERATION AIRBAG CONTROL MODULE (ACM)
Two different circuits supply battery voltage from the fuse block to the Airbag Control Module (ACM), F15 and F25. The F15 and F25 circuits are connected to separate bus bars internal to the fuse block. Different circuits from the Power Distribution Center (PDC) and ignition switch supply battery voltage to the fuse block bus bars. The F25 circuit supplies battery voltage to the ACM only when the ignition switch is in the RUN position. The F15 circuit powers the ACM when the ignition switch is in either the START or RUN position. An internal bus bar in the ignition switch connects the A1 circuit from the PDC to the A21 circuit when the switch is either the START or RUN position. The A21 circuit supplies battery voltage to the bus bar in the fuse block that feeds the F15 circuit. A 30 amp fuse in the PDC protects the A1 and A21 circuits. A 10 amp fuse in the fuse block, cavity 9, protects the F15 circuit. When the ignition switch is in the RUN position, it connects the A2 circuit from the PDC to the A22 circuit. The A22 circuit supplies battery voltage to the fuse block bus bar that feeds the F25 circuit. A 40 amp fuse in the PDC protects the A2 and A22 circuits. A 10 amp fuse in the fuse block, cavity 5, protects the F25 circuit. Circuits D1 and D2 are connected to the CCD Bus and the ACM. The CCD bus is used to provide communications between modules and the universal data link connector. The ACM has a case ground and an external dedicated ground, circuit Z6. The dedicated ground connects to the instrument panel right center support.

AIRBAG SQUIB (AIRBAG IGNITER)
DRIVERS SIDE AIRBAG Two circuits, R43 and R45, connect the ACM to the drivers side airbag module squib (igniter) after passing through the clock spring connector. Circuit R43 from cavity 3 of the ACM 4-way connector connects to the squib. Circuit R45 from cavity 4 of the ACM 4-way connector connects to the squib. R43 and R45 are a twisted pair of wires. PASSENGERS SIDE AIRBAG Two circuits, R42 and R44, connect the ACM to the passengers side airbag module squib (igniter). Circuit R42 from cavity 1 of the ACM 4-way connector connects to the squib. Circuit R44 from cavity 2 of the ACM 4- way connector connects to the squib. R42 and R44 are a twisted pair of wires. Circuits R50 and R51 are connected from the ACM to the passangers airbag. These circuits are used to monitor the pressure switch.

AIRBAG WARNING LAMP
The Airbag Warning lamp is used to alert the operator of a problem with the Airbag system. The lamp is illuminated when the Airbag Control Module (ACM) grounds the R41 circuit. Refer to the appropriate section of the Service Manual or Diagnostic Test Procedures Manual to diagnosis this system.

HELPFUL INFORMATION
• Check for blown fuses in the circuit that connect to the ignition switch and those that connect to the ACM. • While the bus bars in the fuse block power the ACM, they also feed additional components on separate fuse protected circuits. • The ACM has a case ground and an external dedicated ground. The dedicated ground connects to the instrument panel right center support.

AIRBAG IMPACT SENSOR
The Airbag system uses a sensor internal to the Airbag Control Module (ACM) to detect impact. For information regarding operation of this sensor, refer to the appropriate group of the Service Manual.

DESCRIPTION AND OPERATION INTRODUCTION
The courtesy lamp system is powered at all times by the 10 amp fuse located in the Power Distribution Center (PDC). The M1 circuit feeds the courtesy lamps, which include the trunk lamp, underhood lamp, visor/vanity lamps, dome lamp, time delay relay, and the glove box lamp.

Circuit M1 is used to supply battery voltage to the relay. This circuit is proteced by a 10 amp fuse located in cavity 13 of the Power Distribution Center (PDC). Circuit M32 is connected from the relay to the various interior lamps and RKE module.

PRNDL (TRANSMISSION RANGE INDICATOR) LAMP
The PRNDL lamp receives power on the E2 circuit from the 4 amp fuse located in the fuse block in cavity 12. The fuse receives power from the headlamp switch. Circuit E2 also powers the ash receiver lamp. When the headlamp switch is moved to the PARK or ON position, current flows through the fuse to the PRNDL lamp. The ground for the lamp is supplied on the Z3 circuit, and terminates at the instrument panel left center support. This circuit is also spliced in with the ash receiver lamp, the ignition switch lamp, and the glove box lamp.

HALO LAMP/TIME DELAY RELAY
The time delay relay is used to allow a time-ON function for the ignition switch halo lamp. Power for the relay is received on the M1 circuit from the 10 amp fuse located in the Power Distribution Center (PDC). This is the Ignition-Off Draw (IOD) fuse and HOT at all times. When a door is OPENED, or the headlamp switch is moved to the dome lamp position, a ground path is provided for the relay on the M23 circuit. This energizes the relay, CLOSING the contacts. When the relay contacts are CLOSED, power is provided through the relay to the M50 circuit. The M50 circuit supplies current to the ignition switch lamp in the steering column. Ground for the lamp is provided on the Z3 circuit. This circuit splices with the glove box lamp, the ash receiver lamp, and the PRNDL lamp. The Z3 circuit terminates at the instrument panel left center support. Circuit M23 is also spliced with the Remote Keyless Entry (RKE) module and the time out relay located in the fuse block.

VISOR/VANITY LAMPS
The visor/vanity lamps are case-grounded, and are operated by a switch internal to the assembly. Power for the lamps is on the M1 circuit from the Power Distribution Center (PDC). When the operator opens the cover, the switch CLOSES, completing a path to ground illuminating the lamp.

DOME LAMP
The dome lamp receives power from the 10 amp fuse located in the Power Distribution Center on the M1 circuit. This circuit is HOT at all times and the Ignition-Off Draw (IOD) fuse. The ground path for the lamp is provided in two different ways. One way is through the door ajar switches and the time out relay. Circuit M2 connects to all the door ajar switches from the time out relay. The switches are case-grounded to the body. When a door is OPENED, the plunger in the switch CLOSES, completing a path to ground.

TIME OUT RELAY
The time out relay is located in the fuse block and is used to control the ground path for various interior lamps. It will also turn the lamps OFF after a specified period of time, and works with the Remote Keyless Entry (RKE) system for illuminated entry. Cirucit M2 connects to the relay and supplied a ground path through the door ajar switches.

8W - 44 - 6

8W - 44 INTERIOR LIGHTING

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DESCRIPTION AND OPERATION (Continued)
The second ground path is through the headlamp switch. Circuit M23 is spliced in with the time out relay. When the operator turns the headlamp switch to the dome lamp ON position, a ground path is provided through the switch on the Z1 circuit. This ground terminates at the instrument panel left center support. On vehicles equipped with Remote Keyless Entry (RKE) the M23 circuit is spliced to the RKE module. This allows the lamp to be turned ON when a valid signal is reveived by the RKE module from the transmitter.

ASH RECEIVER LAMP
The ash receiver lamp receives power on the E2 circuit from the 4 amp fuse located in the fuse block in cavity 12. The fuse receives power from the headlamp switch. Circuit E2, which is HOT at all times, also powers the Transmission Range Indicator (PRNDL) lamp. When the headlamp switch is moved to the PARK or ON position, current flows through the fuse to the ash receiver lamp. The ground for the lamp is supplied on the Z3 circuit, and terminates at the instrument panel left center support. This circuit is also spliced in with the PRNDL lamp, the ignition switch lamp, and the glove box lamp.

MAP/READING LAMPS
The map/reading lamps are powered by the M1 circuit from the Power Distribution Center (PDC). This circuit is the Ignition-Off Draw circuit and protected by a 10 amp fuse. The M1 circuit is spliced and provides power for the visor/vanity lamps, radio, power mirrors, dome lamp, time delay relay, and other interior lamps. Ground for the lamps is provided from two sources. One is the Z3 circuit which is spliced in with the glove box lamp and terminates at the instrument panel left center support. The second ground is provided on circuit M23. This circuit is spliced in with the time out relay so the lamps will turn ON when any door is OPENED. On vehicles equipped with Remote Keyless Entry (RKE) the M23 circuit, which is the ground circuit when a door is OPENED, is connected to the RKE module. The module will provide a ground path for the lamps with a valid signal from the transmitter.

UNDERHOOD LAMP
Power for the underhood lamp is supplied on circuit M1. This is the Ignition-Off Draw (IOD) circuit and is protected by a 10 amp fuse located in the Power Distribution Center (PDC). When the hood is raised a ground path is completed through the mercury switch to a case ground illuminating the lamp.

TRUNK LAMP
The trunk lamp uses a case-grounded switch located on the trunk latch. The switch is normally OPEN. When the deck lid is opened, the switch CLOSES, completing a path to ground on circuit M4. The M1 circuit provides power to the lamp, and is HOT at all times.

HELPFUL INFORMATION
• Check the 10 amp fuse located in the Power Distribution Center (PDC) for the trunk lamp, underhood lamp, visor/vanity lamps, dome lamp, time delay relay, and the glove box lamp. • Check for a good ground at the instrument panel left center support. • Check the door switches for a good ground. • Check the 4 amp fuse in the fuse block, cavity 12.

GLOVE BOX LAMP
The glove box lamp receives power on the M1 circuit from the 10 amp fuse located in the Power Distribution Center (PDC). A switch, wired in series after the lamp, CLOSES when the glove box door is opened, and completes a path to ground on the Z3 circuit. The Z3 circuit is spliced in with the ash receiver lamp, PRNDL lamp, and the time delay relay. The Z3 circuit terminates at the instrument panel left center support.

DESCRIPTION AND OPERATION RADIO OPERATION
When the ignition switch is in either the ACCESSORY or RUN position, it connects circuit A1 from the Power Distribution Center (PDC) to circuit A31. Circuit A31 powers a bus bar in the fuse block. The bus bar feeds two circuits, one of which is circuit X12. Circuit X12 powers the radio. A 10 amp fuse, in cavity 16 of the fuse block, protects circuit X12. Circuit Z9 supplies the ground path for the radio. The grounding point for circuit Z9 is the instrument panel right center support.

SPEAKERS
Circuit X53 feeds the speaker in the left front door. Circuit X55 is the return from the speaker to the radio. On the premium system the X53 and X55 circuits are connected in with the instrument panel speaker. Circuit X54 feeds the speaker in the right front door. Circuit X56 is the return from the speaker to the radio. On the premium system the X54 and X56 circuits are connected in with the instrument panel speaker. Circuit X51 feeds the left rear speaker. Circuit X57 is the return from the speaker to the radio. Circuit X52 feeds the right rear speaker. Circuit X58 is the return from the speaker to the radio.

RADIO MEMORY
Circuit M1 from the Power Distribution Center (PDC) supplies power for the radio memory. The circuit contains the Ignition Off Draw (IOD) fuse. The IOD fuse is removed during vehicle shipping to prevent excessive battery draw.

HELPFUL INFORMATION
• Circuit M1 also powers the vanity lamps, glove box lamp, time delay relay, dome lamps, underhood lamp, cargo lamp, and power mirrors. • If the radio does not operate, check for blown fuses in circuits A1 and X12. • Circuits A3, and F33 feed the L7 circuit. • If the radio illumination lamps do not operate, check for blown fuses in circuits E2, F33, and A3.

RADIO ILLUMINATION
When the parking lamps or headlamps are ON, circuits E2 and L7 power the radio illumination lamps and park lamps. Circuit E2 feeds the illumination lamp. Circuit L7 feeds the park lamps of the radio. Circuit F33 feeds circuit L7. A 4 amp fuse, in cavity 12 of the fuse block, protects circuit E2. A 15 amp fuse, in cavity 2 of the fuse block, protects circuits L7 and F33.

8W-48 REAR WINDOW DEFOGGER
DESCRIPTION AND OPERATION REAR WINDOW DEFOGGER
The Rear Window Defogger system is powered by a 40 amp fuse located in the Power Distribution Center (PDC) on circuit A4. This circuit is HOT at all times. The system is also powered by a 10 amp fuse located in cavity 8 of the fuse block, this fuse is HOT in the RUN position only. When the operator presses the rear window defogger switch the contacts internal to the switch CLOSE and the timer starts. When the switch is released the timer circuity keeps the relay energized for the specified time. Voltage is passed through the switch on the A4 circuit to the C15 circuit and then to the rear window defogger grid. The grid consists of two bus bars and grid lines that form a parallel circuit. When voltage is passed through the grid, the grid lines heat up and heat the rear window. Grounding for the rear window defogger switch is provided on the Z2 circuit and terminates at the instrument panel right center support. The grid uses the grounding point at the rear body in the right wheel house. When the system is in operation, a L.E.D. located in the switch, indicates to the operator the system is functioning. The switch is also illuminated when the headlamp switch is in the PARK or ON position. Power for the illumination circuit comes from the 4 amp fuse, located in cavity 12 of the fuse block, on the E2 circuit.

HELPFUL INFORMATION
• Check the 40 amp fuse in the Power Distribution Center (PDC). • Check the 10 amp fuse in cavity 8 of the fuse block. • Check for broken gird lines on the window. • Check for a broken buss bar or disconnected leads at the rear window. • Check for a good ground at the rear body ground located in the right rear wheel house.

GENERAL INFORMATION INTRODUCTION
The headlamp switch has 3 positions, ON, PARK (parking lights) and OFF. Two circuits, L2 and L20 connect the headlamp switch to the headlamp dimmer/optical horn switch located in the multi-function switch. The multi-function switch feeds the low and high beams of the headlamps.

DESCRIPTION AND OPERATION PARKING LAMPS
Circuit A3 in the Power Distribution Center (PDC) connects to a bus bar in the fuse block. One of the four circuits powered by the bus bar is circuit F33. Circuit F33 connects to the headlamp switch. A 40 amp fuse in the PDC protects the A3 circuit. A 15 amp fuse, in cavity 2 of the fuse block, protects the F33 circuit. The headlamp switch has 3 positions, ON, PARK (tail lamps) and OFF, plus a dimmer switch. When the headlamp switch is in the PARK or ON position, the switch connects circuit F33 to circuit L7. From the headlamp switch, circuit L7 branches to power the front parking lamps and rear tail lamps, lavalier lamps, side marker lamps, and rear license plate lamp.

• For the right front parking lamp, turn signal, side marker lamp and right headlamp, the Z1 circuit grounding point is in the right fender side shield. • Circuit L7 also feeds the radio, if equipped. • When the headlamp switch is in the PARK or ON position, the dimmer circuit, F33, also connects to circuit E1. Circuit E1 powers the ash receiver lamp, transmission range indicator lamp, instrument panel cluster illumination lamps, HVAC control lamp, heated rear window lamp, and radio lamp. A 4 amp fuse, in cavity 12 of the fuse block, protects circuit E1.

HEADLAMPS
The headlamp switch has 3 positions, ON, PARK (parking lights) and OFF. Two circuits, L2 and L20 connect the headlamp switch to the headlamp dimmer/optical horn switch located in the multi-function switch. The multi-function switch feeds the low and high beams of the headlamps.

GROUND CIRCUIT Circuit Z1 provides ground for the parking lamps, headlamps, lavalier lamps, tail lamps, side marker lamps and rear license plate lamp although different grounding points are used. Circuit Z1 also provides the ground path for the headlamps and turn signals. HELPFUL INFORMATION • Check for a blown 40 amp fuse in the PDC. • Check for a blown fuse in cavity 2 of the fuse block. • For the left front parking lamp, turn signal, side marker lamp and left headlamp, the Z1 circuit grounding point is the left side of the radiator closure panel.

HEADLAMP SWITCH IN OFF OR PARKING LAMP POSITION Circuit A3 originates in the Power Distribution Center (PDC) and supplies battery voltage for the headlamp switch. A 40 amp fuse protects the A3 circuit. The headlamp switch has an internal 24 amp circuit breaker that connects circuit A3 to either the L2 or L20 circuits, depending on switch position. In the OFF and PARK positions the headlamp switch feeds the L20 circuit that connects to the multi-function switch. Circuit L20 powers the high beam circuit when the operator flashes the headlamps with the turn signal stalk of the multi-function switch. When the operator flashes the headlamps with the stalk, the multi-function switch connects the L20 circuit to the L3 circuit. The L3 circuit feeds the high beam of the headlamps. HEADLAMP SWITCH IN ON POSITION When the headlamp switch is in the ON position, it connects the A3 circuit from the PDC to circuit L2.

8W - 50 - 8

8W - 50 FRONT LIGHTING

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DESCRIPTION AND OPERATION (Continued)
Circuit L2 connects to the multi- function switch and feeds the L4 circuit (for low beam operation). The L4 circuit connects to a bus bar in the fuse block. Circuits L43 and L44 connect to the bus bar in fuse block and power the low beam headlamps. Circuit L43 supplies voltage to the left headlamp. Circuit L44 supplies voltage to the right headlamp. Both the L43 and L44 circuits have separate 10 amp fuses located in fuse block. Fuse 17 protects circuit L43, and fuse 18 protects circuit L44. When the operator selects high beam operation with the turn signal stalk of the multi-function switch, circuit L2 connects to the L3 Circuit L3 powers high beam operation. circuit L43 is protected by a 10 amp fuse located in the fuse block and is the feed for the left LOW beam headlamp. Ground for the switch is supplied on circuit Z1. When the operator moves the switch, power is supplied on circuit L13 from the switch to the headlamp leveling motors. Ground for the leveling motors is supplied on circuit Z1 and has the same termination point as the respective headlamps. The headlamp leveling switch also has a lamp located in it for night illumination. Power for the lamp is supplied on circuit E2. The E2 circuit is HOT when the operator has turned the headlamp switch to the PARK or ON position. The E2 circuit is protected by a 4 amp fuse located in the fuse block.

HEADLAMP GROUND Although circuit Z1 provides ground for the right and left headlamps it has different termination points for both. For the right headlamp the Z1 circuit terminates at the right inner fender shield. For the left headlamp the Z1 circuit terminates at the left side of the radiator closure panel. HELPFUL INFORMATION • Check for a blown fuse in cavity 17 for L43 and cavity 18 for L44. • Check the 40 amp fuse located in the PDC. • The headlamp switch has a 24 amp internal circuit breaker. • For the left front parking lamp, turn signal, side marker lamp and left headlamp, the Z1 circuit grounding point is the left side of the radiator closure panel. • For the right front parking lamp, turn signal, side marker lamp and right headlamp, the Z1 circuit grounding point is in the right fender side shield.

FOG LAMPS (FRONT)
The fog lamp system in this vehicle uses a switch located in the instrument panel along with a relay located in the Power Distribution Center (PDC). Power for the switch is supplied on circuit L7. This circuit is the feed for the front and rear parking lamps and is HOT when the headlamp switch is in the PARK position. Power for the contact side of the relay is supplied on circuit F61. This circuit is HOT at all times and protected by a 20 amp fuse in the PDC. Ground for the coil side of the relay is supplied in circuit Z1. When the operator turns the lamps ON by closing the switch, power flows on circuit L7 through the switch to circuit L35. Circuit L35 connects from the switch to the coil side of the fog lamp relay. With this input the contacts in the fog lamp relay CLOSE connecting circuits F61 and L39. Circuit L39 connects from the relay to the fog lamps. Ground for the lamps is supplied on circuit Z1.

HEADLAMP LEVELING MOTORS
The headlamp leveling system used in this vehicle uses a variable position switch located in the instrument panel along with headlamp leveling motors located at the headlamps. Power for the switch and the leveling motors is supplied on circuit L43. This circuit is HOT when the headlamp switch is in the ON position and the operator has selected LOW beam operation. In addition,

HELPFUL INFORMATION • Check the 20 amp fuse located in the PDC for the fog lamps • Check the lamp filament • Check the grounding points for the lamps, switch and relay

DESCRIPTION AND OPERATION TAIL LAMPS AND LICENSE LAMPS
Circuit A3 in the Power Distribution Center (PDC) connects to a bus bar in the fuse block. One of the four circuits powered by the bus bar is circuit F33. A 40 amp fuse in the PDC protects the A3 circuit. A 15 amp fuse, in cavity number 2 of the fuse block, protects the F33 circuit. The headlamp switch has 3 positions, ON, PARK (tail lamps) and OFF, plus a dimmer switch. When the headlamp switch is in the PARK or ON position, it connects circuit F33 to circuit L7. From the headlamp switch, circuit L7 branches to power the front parking lamps, rear tail lamps, side marker lamps, and rear license plate lamp.

FOG LAMPS (REAR)
The rear fog lamps will operate only when the headlamp switch is in the ON position. Circuit A3 from the Power Distribution Center supplies (PDC) voltage to a bus bar in the fuse block. Circuit F61 is one of four circuits that the bus bar feeds and is protected by a 20 amp fuse in cavity 4. Circuit F61 connects to the rear fog lamp switch and the front fog lamp relay. The fog lamp switch contains a relay that supplies voltage to the fog lamps. Circuit L2 from the multifunction switch supplies voltage to the coil side of the relay (only when the headlamps operate on LOW beam). Circuit F61 supplies voltage to the contact side of the relay. During LOW beam headlamp operation when the fog lamp switch contacts CLOSE, circuit F61 connects to circuit L38. Circuit L38 feeds right and left fog lamp. Circuit L38 also feeds the green L.E.D. in the switch that illuminates during fog lamps operation. When the headlamp switch is in the PARK or ON position, circuit E1 from the headlamp switch supplies voltage for circuit E2. Circuit E2 contains a 4 amp fuse in cavity 12 of the fuse block, and powers the bulb in the fog lamp switch.

GROUND CIRCUIT Circuit Z1 provides ground for the tail lamps, parking lamps, headlamps, side marker lamps, lamps and rear license plate lamps although different grounding points are used. Circuit Z1 also provides the ground path for the headlamps, stop lamps and turn signals. HELPFUL INFORMATION • Check for a blown 40 amp fuse in the PDC. • Check for a blown fuse in cavity 2 of the fuse block • For the left rear parking lamp, turn signal, side marker lamp, and the rear license plate the Z1 circuit grounding point is in the left rear wheel well. • For the right rear parking lamp, turn signal and side marker lamp, the Z1 circuit grounding point is in the right rear wheel well. • Circuit L7 also feeds the radio, if equipped. • When the headlamp switch is in the PARK or ON position, the dimmer circuit, F33, connects to circuit E1. Circuit E1 powers the ash receiver lamp, transmission range indicator lamp, instrument panel cluster illumination lamps, HVAC control lamp, heated rear window lamp, and radio lamp. A 4 amp fuse, in cavity 12 of the fuse block, protects circuit E1.

GROUND CIRCUIT Although circuit Z1 provides the ground path for the fog lamps, the circuit has different grounding points for each lamp. Circuit Z3 supplies the ground path for the fog lamp switch. The grounding point for the headlamp switch is the instrument panel left center support. HELPFUL INFORMATION • Circuit Z1 also supplies ground for side marker lamps, turn signals, parking lamps and headlamps. • Circuit A3 from the PDC supplies voltage to the headlamp switch for circuit L2. • Circuit F33 from the fuse block supplies voltage to the headlamp switch for circuit E1. Circuit A3 from the PDC supplies voltage to a bus bar in the fuse block that feeds the F33 circuit. Fuse 2, in the fuse block, protects the F33 circuit.

8W - 51 - 10

8W - 51 REAR LIGHTING

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DESCRIPTION AND OPERATION (Continued)

STOP LAMPS
Circuit F32 in the Power Distribution Center (PDC) feeds the stop lamps. Circuit F32 connects to the stop lamp switch. A 15 amp fuse in the PDC protects circuit F32. When the operator presses the brake pedal, the stop lamp switch CLOSES and connects circuit F32 to circuit L50. Circuit L50 connects to the stop lamps. Circuit L50 also splices to power the CHMSL lamp.

BACK-UP LAMPS
In the RUN position, the ignition switch connects circuit A2 from the Power Distribution Center (PDC) to circuit A22. Circuit A22 feeds a bus bar in the fuse block. A 40 amp fuse in the PDC protects the A2 and A22 circuits. Circuit F20 is one of four circuits that connects to the fuse block bus bar fed by circuit A22. Circuit F20 supplies power to the back-up lamp switch. On 3–spd automatic transaxle vehicles, the back-up lamp switch is part of an assembly that includes the park/ neutral position switch. When the operator puts the transmission in REVERSE, the back-up lamp switch connects circuit F20 to circuit L1. Circuit L1 feeds the back-up lamps. A 10 amp fuse, in cavity 8 of the fuse block, protects F20 and L1 circuits.

GROUND CIRCUIT Circuit Z1 provides ground for the stop lamps, CHMSL lamp, and the stop lamp switch. The Z1 circuit has more than one grounding point. It also supplies ground path for the tail lamps, parking lamps, headlamps, side marker lamps, rear license plate lamp, back-up lamps and turn signals. HELPFUL INFORMATION • Check for blown fuses in circuit F32 (in PDC). • Check for continuity across the stop lamp switch when it is CLOSED. • For rear lighting on the left side of the vehicle, the Z1 circuit grounding point is in the left rear wheel well. • For rear lighting on the right side of the vehicle, the Z1 circuit grounding point is in the right rear wheel well. • For the stop lamp switch, the Z1 circuit grounding point is in the left front inner fender shield.

GROUND CIRCUIT Circuit Z1 provides ground for the back-up lamps. The Z1 circuit has more than one grounding point. It also supplies ground path for the tail lamps, parking lamps, headlamps, side marker lamps, rear license plate lamp, stop lamps and turn signals. HELPFUL INFORMATION • Check for blown fuses in circuits A2 and F20. • Check for continuity across the stop lamp switch when it is CLOSED. • For rear lighting on the left side of the vehicle, the Z1 circuit grounding point is in the left rear wheel well. • For rear lighting on the right side of the vehicle, the Z1 circuit grounding point is in the right rear wheel well. • Circuit F20 feeds the heated rear window switch and A/C clutch cycling switch.

DESCRIPTION AND OPERATION TURN SIGNALS
Voltage for the turn signals flows from the Power Distribution Center (PDC) to the ignition switch on circuit A2. With the key in the RUN position, the ignition switch connects voltage from the A2 circuit to the A22 circuit. A 40 amp fuse in the PDC protects the A2 and A22 circuits. Circuit A22 connects to a bus bar in the fuse block. L5 is one of the circuits fed by the bus bar. Circuit L5 contains a 10 amp fuse and supplies voltage to the multi-function switch. The multi- function switch supplies voltage to the combination flashing unit on circuit L55. Voltage leaves the combination flashing unit on circuit L32 and flows to the multi-function switch connector.

for each turn signal circuit. Circuit Z2 provides the ground path for the combination flashing unit.

RIGHT TURN SIGNAL When the operator selects the right turn signal, the multi-function connects power from circuit L32 to circuits L60 and L62. Circuit L62 connects to the multi-function switch and feeds the right rear turn signal/hazard flasher/stop lamp. Circuit L60 connects to the multi-function switch and feeds the right front turn signal/hazard flasher lamp and side marker lamp. Circuit L60 also splices to power the turn signal indicator lamp on the instrument cluster. LEFT TURN SIGNAL When the operator selects the left turn signal, the multi-function connects power from circuit L32 to circuits L61 and L63. Circuit L63 connects to the multifunction switch and feeds the left rear turn signal/ hazard flasher/stop lamp. Circuit L61 connects to the multi-function switch and feeds the left right front turn signal/hazard flasher lamp and side marker lamp. Circuit L61 also splices to power the turn signal indicator lamp on the instrument cluster. GROUND CIRCUIT Circuit Z1 provides ground for all the turn signal lamps, although the it has different grounding points

HELPFUL INFORMATION • For the left front turn signal/hazard flasher lamp, the Z1 circuit grounding point is the left side of the radiator closure panel. • For the right front turn signal/hazard flasher lamp, the Z1 circuit grounding point is in the right fender side shield. • For the left rear turn signal/hazard flasher/stop lamp, the Z1 circuit grounding point is in the left rear wheel well. • For the right rear turn signal/hazard flasher/ stop lamp, the Z1 circuit grounding point is in the right rear wheel well. • Circuit Z1 also supplies ground for the headlamps, parking lamps, rear license plate lamp, back-up lamps and side marker lamps. • The grounding point for circuit Z2 is the instrument panel right center support. Circuit Z2 supplies ground for the combination flashing unit. • A 10 amp fuse, in cavity 6 of the fuse block, protects circuit L5. • A 40 amp fuse in the PDC protects the A2 and A22 circuits. • The bus bar in the fuse block that connects to circuit A22 and feeds circuit L5 for the turn signals also powers three other fuse protected circuits. The other circuits are C1, F20 and F25.

DESCRIPTION AND OPERATION (Continued)
Circuit L60 supplies voltage to the right front turn signal/hazard lamp. The L60 circuit splices to the instrument cluster to power the right indicator lamp. Circuit L61 supplies voltage to the left front turn signal/hazard lamp. The L61 circuit splices to the instrument cluster to power the left indicator lamp. Circuit L62 supplies voltage to the right rear turn signal/hazard flasher/stop lamp. Circuit L63 supplies voltage to the left rear turn signal/hazard/flasher/stop lamp.

GROUND CIRCUITS Circuit Z3 provides ground for the instrument cluster indicator lamps. The termination point for circuit Z3 is the instrument panel left center support. Circuit Z1 provides ground for all the turn signal/ hazard lamps, although the it has different grounding points for each circuit. Circuit Z2 provides the ground path for the combination flashing unit.

HELPFUL INFORMATION • For the left front turn signal/hazard flasher lamp the Z1 circuit grounding point is the left side of the radiator closure panel. • For the right front turn signal/hazard flasher lamp the Z1 circuit grounding point is in the right fender side shield. • For the left rear turn signal/hazard flasher/stop lamp the Z1 circuit grounding point is in the left rear wheel well. • For the right rear turn signal/hazard flasher/ stop lamp the Z1 circuit grounding point is in the right rear wheel well. • Circuit Z1 also supplies ground for the headlamps, parking lamps, rear license plate lamp, back-up lamps and side marker lamps. • The grounding point for circuit Z2 is the instrument panel right center support. Circuit Z2 supplies ground for the combination flashing unit.

DESCRIPTION AND OPERATION WIPERS—INTERMITTENT
The intermittent windshield wiper system is powered by a 20 amp fuse located in the fuse block. This fuse is HOT in the RUN and ACCESORY position. This system has three modes of operation, INTERMITTENT, LOW, and HIGH. When the ignition switch is in the RUN or ACCESORY position, power is supplied on the F13 circuit to the windshield wiper switch and wiper motor. The wiper motor is case grounded and the switch logic and relay control uses its own ground on the Z2 circuit to the right instrument panel center support. When the operator moves the switch to LOW speed position, battery voltage is passed through the switch to circuit V3, which connects to the LOW speed brushes of the wiper motor. If the switch is moved to the HIGH speed mode of operation, power is switched to the V4 circuit and to the HIGH speed brushes of the motor. When the delay mode of operation is selected circuits internal to the switch power up the logic and relay control. The internal control supplies power to the LOW speed area of the switch (V3 circuit) and cycles the wipers. The amount of delay between wiper cycles is dependent on switch position. All relays and internal logic in the switch are not serviceable and should be replaced as an assembly.

As the windshield wiper motor turns, the park switch internal to the motor moves from its grounded position to the powered RUN position. When the wiper switch is turned OFF, the V5 circuit is used to prevent the wipers from stopping in any position but park. The intermittent windshield wiper system is also equipped with a pulse wipe feature. To activate this feature the operator presses the washer switch momentarily. When the washer switch CLOSES, a voltage signal is sent to the internal logic and relay control. The control will cycle the wipers. In addition, the wipers are placed in the maximum delay position. The windshield washer uses a pump motor inside of the windshield washer fluid reservoir. When the washer switch is pressed, power is supplied on the V10 circuit to the pump motor. Ground for the pump motor is the Z1 circuit and terminates at the left headlamp ground.

HELPFUL INFORMATION
• Check the 20 amp fuse in cavity 15 of the fuse block. • Check the ground strap on the windshield wiper motor. • For the intermittent wiper system a ground is dedicated to the wiper switch.

DESCRIPTION AND OPERATION POWER WINDOWS
The power window system is supplied power from the 30 amp circuit breaker located behind the fuse block. Power for the circuit breaker is supplied on circuit A22 from the ignition switch. This circuit is HOT when the ignition switch is in the RUN position. Power for the A22 circuit is supplied by the A2 circuit which is HOT at all times and protected by a 40-amp fuse located in the Power Distribution Center (PDC). The A22 is spliced and supplies power for the fuses that protect the Airbag, A/C-Heater blower motor, turn signals, and the heated rear window. Circuit F21 connects, from the circuit breaker, to both window switches. This is the feed for the switches. Both switches use a BUS bar to provide power for the different functions of the switch. The ground path for the system is through master window switch on the Z8 circuit. The grounding point is located at the instrument panel left center support brace.

cuit through the CLOSED contacts in the switch to the Q26 circuit. The Q26 circuit connects from the master switch to the right window switch. A BUS bar internal to the right switch passes the voltage through the switch to circuit Q22. Circuit Q22 connects from the switch to the right window motor. Grounding is provided on circuit Q12 from the motor back to the right switch. The ground is passed through the switch on a BUS bar to circuit Q16. Circuit Q16 then goes to the master switch. The ground is passed through the switch to the Z8 circuit. The Z8 circuit attaches to its grounding point. When window UP operation is selected, the power and ground circuits are reversed. Circuits Q12 and Q16 are the feeds and circuits Q22 and Q26 are the grounds.

MASTER WINDOW SWITCH (LEFT WINDOW OPERATION) When the window switch is moved to the window DOWN position, voltage is supplied on the F21 circuit through the CLOSED contacts in the switch to the Q21 circuit. The Q21 circuit connects from the switch to the left front window motor. Grounding is provided on circuit Q11 from the motor back to the switch. The ground is passed through the switch to the Z8 circuit. The Z8 circuit goes to its grounding point. When window UP operation is selected, the power and ground circuits are reversed. Circuit Q11 is the feed and circuit Q21 is the ground. MASTER WINDOW SWITCH (RIGHT WINDOW OPERATION) When the window switch is moved to the window DOWN position, voltage is supplied on the F21 cir-

RIGHT WINDOW SWITCH OPERATION When the window switch is moved to the window DOWN position, voltage is supplied on the F21 circuit through the CLOSED contacts in the switch to the Q22 circuit. The Q22 circuit connects from the switch to the right front window motor. Grounding is provided on circuit Q12 from the motor back to the switch. The ground is passed through the switch to the Q16 circuit. The Q16 circuit connects from the right switch to the master switch. Ground is passed through the master switch to the Z8 circuit. The Z8 circuit goes to its grounding point. When window UP operation is selected, the power and ground circuits are reversed. Circuit Q12 is the feed and circuit Q22 is the ground.

HELPFUL INFORMATION
• Check the 40 amp fuse located in the PDC. • Check the 30 amp circuit breaker located behind the fuse block. • Check the ground at the instrument panel left center support.

DESCRIPTION AND OPERATION POWER DOOR LOCKS
The Power Distribution Center (PDC) supplies voltage to the fuse block from the 40 amp HEADLAMPS fuse on circuit A3. Fuse 3, a 20 amp located in the fuse block, supplies battery voltage on the F35 circuit to both door lock switches. The ground path for the system is through the left door lock switch on the Z8 circuit. The grounding point is located at the instrument panel left center support brace.

door lock motors. The ground path is provided on the P34 circuit back to the right door switch. The ground is passed through the switch internal bus bar to the P36 circuit. The P36 circuit connects to the left door switch and through to the Z8 circuit. The Z8 circuit then connects to the grounding point at the left center instrument panel support.

LEFT DOOR SWITCH OPERATION (LOCK) When the door lock switch is moved to the LOCK position, voltage is supplied on the P35 circuit to the bus bar located inside the right door switch, lock side. Battery voltage is passed through the switch to the P33 circuit to the door motors. Grounding is provided through the P34 circuit for all door motors back to the right door switch. The ground is passed through the bus bar internal to the switch, UNLOCK side, to the P36 circuit. The P36 circuit connects to the left front switch to a bus bar, internal to the switch, and then to the Z8 circuit. The Z8 circuit connects to its grounding point. LEFT DOOR SWITCH OPERATION (UNLOCK) When the switch is moved to the UNLOCK position, voltage is supplied on the P36 circuit to the right door switch, unlock side. The battery voltage is passed through the switch internal bus bar to the P34 circuit. The P34 circuit then connects to the door motors on the unlock side. Grounding for the UNLOCK function is provided by the P33 circuit. The P33 circuit conects back to the right door switch, LOCK side, and passes through the internal bus bar to the P35 circuit. The P35 circuit conects back to the left door switch, and passes through the switch to the Z8 circuit. The Z8 circuit goes to it’s grounding point. RIGHT DOOR SWITCH OPERATION (LOCK) When the switch is moved to the LOCK position, voltage is supplied to the P33 circuit, and then to the

RIGHT DOOR SWITCH OPERATION (UNLOCK) When the switch is moved to the UNLOCK position voltage is supplied to the P34 circuit from the switch to the door UNLOCK side of the motors. The grounding path is through the LOCK side of the motors, circuit P33, back to the switch. The ground continues through the internal bus bar of the switch on circuit P35 to the left door switch. At the left door switch, the ground passes through that switches internal bus bar to the Z8 grounding point.

POWER DOOR LOCKS W/ REMOTE KEYLESS ENTRY
Power for the Remote Keyless Entry (RKE) module is supplied from three sources. Power is supplied to the RKE module on circuit G5. This circuit is protected by a 5 amp fuse located in cavity 11 of the fuse block. Power for the fuse is supplied from the ignition switch on circuit A21. This circuit is HOT in the START and RUN position. Power for the A21 circuit is supplied by circuit A1. This circuit is HOT at all times and is protected by a 30 amp fuse located in the PDC. Circuit F35 supplies battery voltage to the RKE module. This circuit is HOT at all times and is proteced by a 20 amp fuse located in cavity 3 of the fuse block. Power for the fuse is supplied on circuit A3. The A3 circuit is proteced by a 40 amp fuse located in the PDC. The F35 circuit is used to supply power for the contact side of several relays internal to the RKE module. Power is also supplied by circuit M1. This is the Ignition-Off Draw (IOD) circuit and is protected by a 10 amp fuse located in cavity 13 of the Power Distribution Center (PDC).

8W - 61 - 6

8W - 61 POWER DOOR LOCKS

PL

DESCRIPTION AND OPERATION (Continued)
LEFT DOOR UNLOCK (USING RKE TRANSMITTER) When the operator selects left front UNLOCK the RKE module energizes the left front unlock realy connecting circuits F35 and P34. Circuit P34 connects from the module to the door lock motor. Ground for the motor is supplied on circuit P33 through a bus bar in the right switch to circuit P35. The P35 circuit connects from the switch to the LOCK-ALL relay in the RKE module. Ground is passed through the normally CLOSED contacts in the relay to the left door switch. Ground is passed through a bus bar in the switch to circuit Z8. This circuit terminates at the instrument panel left center support. UNLOCK- ALL (USING RKE TRANSMITTER) When the operator selects UNLOCK ALL the RKE module energizes the unlock all relay connecting circuits F35 and P36. Circuit P36 connects from the module to the passangers and drivers door switch, unlock side. Power is passed through the bus bar in the passangers switch to circuit P34. This circuit connects to the UNLOCK side of the motors. Ground for the motors is supplied on circuit P33 through a bus bar in the right switch to circuit P35. The P35 circuit connects from the switch to the LOCK-ALL relay in the RKE module. Ground is passed through the normally CLOSED contacts in the relay to the left door switch. Ground is passed through a bus bar in the switch to circuit Z8. This circuit terminates at the instrument panel left center support. LOCK- ALL (USING RKE TRANSMITTER) When the operator selects LOCK ALL the RKE module energizes the lock all relay connecting circuits F35 and P35. Circuit P35 connects from the module to the passangers and drivers door switch, lock side. Power is passed through the bus bar in the passangers switch to circuit P33. This circuit connects to the LOCK side of the motors.
Ground for the motors is supplied on circuit P34 through a bus bar in the right switch to circuit P36. The P36 circuit connects from the switch to the UNLOCK-ALL relay in the RKE module. Ground is passed through the normally CLOSED contacts in the relay to the left door switch. Ground is passed through a bus bar in the switch to circuit Z8. This circuit terminates at the instrument panel left center support.

LOCK/ UNLOCK (USING DOOR SWITCHES) Operation of the lock and unlock functions is the same as systems without RKE. The only change between the systems is all of the lock and unlock circuits pass through the RKE module. Refer to the standard door lock circuit descriptions. PANIC FUNCTION When the operator activates the panic function of the system the RKE module grounds the appropriate relays connecting circuits F35 and L4 to feed the headlamps, and F35 to L7 to feed the parking lamps. For additional information on system operation, refer to the Owner’s Manual. ILLUMINATED ENTRY When the RKE module determines a need for the interior lamps to be turned ON, the module energizes the relay connecting circuits M23 and Z2. The M23 circuit is the ground side for many of the vehicles interior lamps. The Z2 circuit connects to the instrument panel left center support.

HELPFUL INFORMATION
• Check the 40 amp fuse in the PDC. • Check the 15 amp fuse in cavity 3 of the fuse block. • Check the grounding point on the instrument panel left center support brace.

DESCRIPTION AND OPERATION POWER MIRRORS
Power for the power mirror switch is supplied on circuit F121. This circuit is protected by a 15 amp circuit breaker located in the right front door. Power for the circuit breaker is supplied by circuit F21. The F21 circuit is protected by a 30 amp circuit breaker. This circuit breaker also supplies power to the power windows. The power mirror switch has a right and left position. Moving the switch to either of these positions changes the voltage path internal to the switch (ie. changes polarity at the motors). When the switch is moved to the RIGHT position and mirror movement UP is selected, voltage is supplied to the mirror on circuit P92 and the ground path is supplied on circuit P90. The P90 circuit connects from the mirror to the normally CLOSED contacts in the mirror relay located in the right door. When the right mirror DOWN movement is selected voltage is supplied through the switch to circuit P110. The P110 circuit connects from the switch to the power mirror relay located in the door, coil side. Power on the coil side causes the contacts in the relay to CLOSE connecting circuits F121 and P90. The P90 circuit then supplies power to the DOWN side of the motor. Ground for the motor is supplied on circuit P92 back to the switch and then connects to circuit Z8. The Z8 circuit connects from the switch to its grounding point on the right instrument panel center support. If right door mirror movement LEFT is selected voltage is supplied through the P94 circuit and the

ground is passed through circuit P91. When left mirror RIGHT movement is selected the power and ground are reversed. When the switch is moved to the LEFT position and mirror movement UP is selected, voltage is supplied to the mirror on circuit P93 and the ground path is supplied on circuit P90. The P90 circuit connects from the mirror to the normally CLOSED contacts in the mirror relay located in the right door. When the left mirror DOWN movement is selected voltage is supplied through the switch to circuit P110. The P110 circuit connects from the switch to the power mirror relay located in the door, coil side. Power on the coil side causes the contacts in the relay to CLOSE connecting circuits F121 and P90. The P90 circuit then supplies power to the DOWN side of the motor. Ground for the motor is supplied on circuit P93 back to the switch and then connects to circuit Z8. The Z8 circuit connects from the switch to its grounding point on the right instrument panel center support. If left door mirror movement LEFT is selected voltage is supplied through the P95 circuit and the ground is passed through circuit P91. When left mirror RIGHT movement is selected the power and ground are reversed.

HELPFUL INFORMATION
• Check the 30 amp circuit breaker located behind the fuse block • Check the 15 amp circuit breaker located in the right door • Check the grounding point at the instrument panel right center support

8W-64 POWER SUNROOF
DESCRIPTION AND OPERATION POWER SUNROOF
Power for the tilt and slide switches is supplied on circuit F10. This circuit is HOT in the ACCESSORY and RUN position only, and protected by a 20 amp fuse located in the fuse block, cavity 14. Power for the fuse is supplied by circuit A31. This circuit connects from the ignition switch to the fuse block. Feed for the A31 circuit is supplied on circuit A1. This circuit is protected by a 30 amp fuse located in the Power Distribution Center (PDC). The ground is passed through the switch to circuit Z8 and finally to ground. When the operator selects the CLOSE function, power and ground are reversed.

SUNROOF OPEN/CLOSE When the operator selects sunroof OPEN the switch connects the feed circuit F10 to circuit Q41. The Q41 circuit connects from the switch to the OPEN side of the motor. Ground for the motor is supplied on circuit Q42 from the motor back to the CLOSE side of the open/ close switch. The ground is passed through the bus bar in the switch to circuit Q45. Circuit Q45 connects from the open/close switch to the tilt switch.

TILT OPEN/CLOSE When the operator selects tilt OPEN circuit F10 is connected to circuit Q43. Circuit Q43 connects from the switch to the CLOSED vent limit switch in the sunroof module. The voltage is passed through the switch to circuit Q46. The Q46 circuit connects from the limit switch to the slide switch OPEN side. Power is passed through the switch to the Q41 circuit, then to the power sunroof motor. Ground is provided on circuit Q42 from the motor to the slide switch CLOSE side. The ground is passed through the bus bar in the switch to circuit Q45. The Q45 circuit connects from the slide switch to the tilt switch CLOSE side. Ground is passed through the switch to the Z8 circuit and to ground. When the operator selects the VENT CLOSE function, power and ground are reversed.

8W-90 CONNECTOR/GROUND LOCATIONS
DESCRIPTION AND OPERATION INTRODUCTION
This section provides illustrations identifying the general location of components, grounds, and connectors in the vehicle. A index is provided. Use the wiring diagrams in each section for connector/ground number identification. Refer to the index for the proper figure number.

CONNECTOR/GROUND LOCATIONS
For items not shown in this section a N/S is placed in the Fig. column.

Location Top of A/C Compressor Center of HVAC Housing RT Side of HVAC Housing Rear of HVAC Control Top of A/C Compressor RT Rear Cowl Panel On ABS Hydraulic Unit Rear of Gearshift At Lamp Top of Transmission Front Lower of Battery Tray RT Side Cowl Panel LT Frame Rail Top Center of I.P. Top Center of I.P. Top Center of I.P. LT Kick Panel Rear of ABS Hydraulic Unit

Location Near PDC Near PDC LT Kick Panel Top Right of I.P. Top of I.P. LT Side of I.P. LT Side of I.P. RT B-Pillar LT B-Pillar LT Rear Wheel Well LT Rear of Cyl Head Rear of Lamp Rear of Steering Wheel Top of Clutch Pedal LT Kick Panel Rear of Engine LT Side of Steering Column Rear of Radio LT C-Pillar RT Rear of Engine Rear of Clockspring

Bottom of Switch RT Side of HVAC Housing LT Inner Fender On Throttle Body Top of Valve Cover Rear of Switch At Lamp LT Side of Cluster RT Side of Cluster RT Side of Intake Rear of Switch Front of Engine LT Side of Radiator Closure Panel At Lamp At Switch At Speaker At Motor At Lamp At Motor At Lamp LT Fender Side Shield At Lamp At Speaker At Lamp At Mirror At Motor

Location Near Center Stack T/O Top Center of I.P. Top Center of I.P. Top Center of I.P. Top Center of I.P. Between RT and LT Cluster T/O’s Between RT and LT Cluster T/O’s Between RT and LT Cluster T/O’s Near T/O for Fuseblock Near T/O for Fuseblock In T/O for Door/Body Wiring Near STRG Column T/O In T/O for C/BRKR Between RT and LT Cluster T/O’s Between RT and LT Cluster T/O’s Near Fuseblock T/O Near LT B-Pillar T/O Near LT B-Pillar T/O Near LT B-Pillar T/O Near Fuel Tank T/O Near Right Rear Body Ground T/O Near Fuel Tank T/O Between LR Body Ground and LT Tail Lamp T/O Near LR Body Ground Near Top of A-Pillar, Left Side Near DR/LK SW and PWR Mirro T/O Near LR Wheel House T/O On RR Wheel House Near T/O for Sunroof Slide SW Near T/O for Sunroof Slide Switch